GIFT  OF 

J.  Poster  Plagg 


RAILWAY 


SERVICE 


TRAINS  AND  STATIONS. 


DESCRIBING  THE  MANNER  OF  OPERATING  TRAINS,  AND  THE  DUTIES 
OF  TRAIN  AND  STATION  OFFICIALS. 


BY 

MARSHALL   M.  KIRKMAN. 


PUBLISHED    BY 
THE  RAILROAD  GAZETTE,  No.  73  BROADWAY,  NEW  YORK. 

1878. 


GIFT 


Entered  according  to  Act  of  Congress,  in  the  year  1878,  by 

THE  RAILROAD  GAZETTE, 
in  the  office  of  the  Librarian  of  Congress,  at  Washington. 


Printed  by 

DONNELLEY,  LOYD  &  Co. 
CHICAGO. 


PREFACE. 


THE  physical  life  of  a  railroad,  is  known  in  its 
entirety  by  comparatively  few,  but  it  is  nevertheless 
true  that  a  comprehensive  knowledge  of  the  laws 
that  regulate  and  direct  that  life  is  essential  to 
every  railway  man  of  any  prominence,  or  that 
hopes  one  day  to  become  prominent.  Many  men 
connected  with  our  railroads  do  not,  however, 
possess  the  facilities  necessary  for  acquiring  this 
knowledge.  This  book,  it  is  hoped,  will  be  of 
assistance  to  all  such.  It  treats  of  the  composition 
and  movement  of  Railway  Trains  and  the  Laws 
governing  the  same,  including  an  exposition  of 
the  duties  of  Train  and  Stationmen. 

In  pursuing  my  inquiries  in  reference  to  the 
subject,  I  have  had  occasion  to  examine  into  the 
regulations  of  all  the  great  companies  of  the 
United  States  and  England,  so  far  as  they  affect 
train  and  station  service.  The  results  of  these 
investigations  are  embodied  herein. 

CHICAGO,  May,  1878. 

M166995 


TABLE    OF   CONTENTS. 


PAGB. 
Preface         . iii 

CHAPTER  I. 

The  mysteries  that  underlie  the  organization  and  move- 
ment of  trains  —  The  block  system — Manipulation  of 
trains  upon  English  roads  — The  force  employed  —  The 
collection  of  fares  —  The  schedule  by  which  regular 
trains  are  moved  —  Movement  of  trains  by  telegraphic 
orders  —  The  protection  of  trains.  .  I 

CHAPTER  II. 

Individuality  of  railroad  companies  —  Dissimilarity  of 
the  signals  in  use  upon  different  roads — The  danger 
such  dissimilarity  renders  possible —  Want  of  uniform- 
ity in  the  rules  and  regulations  governing  different 
roads  —  Intelligent  discrimination  exercised  by  train- 
men —  The  conservatism  of  trainmen  —  The  regulations 
partake  of  the  character  of  the  men  introducing  them 
—  Some  of  the  differences  observable  in  the  rules  and 
regulations  of  different  railroads  —  No.  uniformity  in 
the  telegraph  department — Lack  of  completeness  and 
thoroughness  in  framing  the  rules  and  regulations — The 
wonderful  phraseology  of  trainmen  —  Phraseology  pecu- 
liar to  English  roads.  .  .  ....  27 

CHAPTER  III. 

Explanation  of  some  of  the  technical  terms  in  use  in 
connection  with  the  train  and  station  service  of  a  railway 
company.  .  51 


vi  Table  of  Contents. 

CHAPTER  IV. 

PAGE. 
Plan  pursued  in  arranging  and  compiling  the  rules  and 

regulations.         ........     65 

CHAPTER  V. 

Signals  required  by  railway  companies  —  Train  signals — 
Enginemen's  signals  —  Conductors'  signals  by  bell 
cord  —  Signals  by  hand  —  Regulations  governing  the 
use  of  signals.  .  .....  69 

CHAPTER  VI. 

Classes  and  grades  of  trains  —  Rights  of  trains — How 
to  protect  trains  when  standing  upon  the  main  track, 
or  when  the  track  is  obstructed  —  When  trains 
break  in  two  —  Trains  running  with  care  —  Trains 
must  stop  —  Trains  meeting  or  passing  each  other 

—  Trains    approaching    stations  —  Trains    following: 
other  trains  —  Keeping  off  the  time  of  other  trains  — 
Delayed  trains  —  Extra  trains  —  Construction  and  wood 
trains  —  Wild  trains  —  The  speed  of  trains  —  Directions 
applicable  only  to  double  track  lines —  Third  track  or 
middle  sidings  —  Coupling  cars —  Miscellaneous  orders 
relative  to  trains  —  The  track  — Movement  of  trains  by 
telegraph.        .  81 

CHAPTER  VII. 

General  instructions  to  conductors  —  Passenger  con- 
ductors—  Freight  conductors  —  General  instructions  to 
brakemen  —  Passenger  brakcmen  —  Freight  brakemen 

—  Train     and     station     baggagemen  —  Enginemen  — 
Firemen  —  Inspectors  of  engines  —  Yard  masters.         .  147 

CHAPTER  VIII. 

Telegraph   Operators  —  Telegraph   Repairers.        .         .  188 


Table  of  Contents.  vii 

CHAPTER  IX. 

PAGE. 

Agents — Rules  referring  to  the  passenger  traffic  — 
Freight  regulations — Directions  to  agents — Receiving 
freight  for  shipment  —  Receipting  for  freight  —  Releases 

—  Loading  and  unloading  freight  —  Care  must  be  exer- 
cised in  loading  freight —  Delivery  of  freight  —  Freight 
from  and  to  stations  at  which  there  are  no  agents  — 
Waybilling  freight  —  Directions  to  agents  in  reference 
to  sealing  cars  containing  freight  —  Miscellaneous  rules 
for  freight  agents  —  Directions  to  agents  in  reference  to 
fuel  —  To     switches — To    trains    and   cars — General 
directions  to  agents .  195 

CHAPTER  X. 
General   Instructions. 221 

CHAPTER  XL 

Regulations  of  the  Austrian  railways  governing  the 
passenger  service  .......  228 

CHAPTER  XII. 

A  chapter  devoted  to  the  rules  and  regulations  of  the 
great  English  roads  —  General  Regulations — Condi- 
tions under  which  persons  are  admitted  to  the  service  — 
Security  —  Privileges  —  Compensation,  etc.  —  The  Uni- 
forms required  and  the  regulations  incident  thereto 

—  General  regulations  for  working  the   absolute  block 
system  on   a  double  track   road.          ....  238 


RAILWAY  SERVICE 

TRAINS  AND   STATIONS. 


CHAPTER   I. 

THE   MYSTERIES   THAT   UNDERLIE  THE  ORGANI- 
ZATION  AND   MOVEMENT    OF   TRAINS. 

The  manipulation  of  trains  never  ceases  to 
be  a  subject  of  wonder  and  speculation  to  rail- 
way men. 

To  the  great  bulk  of  them  the  secrets  that 
envelope  the  construction  of  the  schedule  by 
which  trains  are  moved  are  profound  and 
impenetrable. 

How  the  officials  are  able  to  control  the  laby- 
rinth of  moving  trains,  how  watch  them  as 
they  wind  in  and  out  like  the  figures  upon  a 
chessboard,  how  adjust  so  nicely  the  time  of 
their  arrival  at  meeting  and  passing  points, 
how  keep  them  all  in  motion,  regulate  their 
speed  and  give  to  each  the  exact  consideration 
its  importance  merits,  are  questions  that  but 
few  railway  men  can  understand.  They 


•'?/'.  Railway  Service: 

know  that  there  is  hidden  away  somewhere  in 
the  dark  unoccupied  recesses  of  the  Superin- 
tendent's apartments  a  mysterious  chart,  where- 
on at  intervals  he  works.  It  is  upon  this  that 
he  fixes  the  character,  speed,  and  stopping 
places  of  trains,  here  he  notes  where  they  shall 
meet  or  pass  each  other,  not  forgetting  the  time 
they  shall  start,  nor  the  hour  they  shall  reach 
their  destination.  They  have  had  surreptitious 
glimpses  of  this  wonderful  chart  through  partly 
closed  doors,  but  their  view  has  been  obstructed 
and  their  mental  processes  deadened  by  the  form 
and  austere  presence  of  the  Superintendent  as 
he  paced  the  room  with  measured  stride,  or 
bent  over  his  work,  pencil  in  hand,  with  absent 
air  and  corrugated  brow,  like  one  who  sought 
in  vain  the  solution  of  some  difficult  problem. 
They  have  noted  with  awe  the  hieroglyphics 
pregnant  with  meaning  that  cover  the  broad 
white  surface  of  the  mysterious  chart,  the  sta- 
tions printed  in  big  black  letters  of  varying 
size  and  type,  and  seeming  to  derive  a  fictitious 
importance  from  that  fact ;  the  broad  lines  of 
different  color  that  traverse  its  face  laterally 
and  at  right  angles.  Nor  have  they  failed  to 
note  and  comment  upon  the  faint  irregular 
lines  drawn  with  tremulous  hand,  here  and 
there,  without  method  or  object,  apparently, 
lines  seemingly  taking  their  rise  in  space  and 
ending  in  space,  feeble,  inconsequential,  indefi- 


Trains  and  Stations.  3 

nite,  like  disconnected  dreams  or  half  com- 
pleted thoughts. 

But  while  they  know  or  surmise  that  these 
faint,  irregular,  half-obliterated  lines  forecast 
moving  trains,  that  they  represent  organized 
harmonious  action,  that  each  line  is  a  fully" 
developed,  completed  idea,  they  do  not  know 
how  these  ideas,  clothed  in  the  symbolical  lan- 
guage in  which  they  see  them  spread  upon  the 
chart,  are  to  be  subsequently  arranged  and 
grouped,  how  condensed  into  the  simple  form 
they  present  in  the  printed  time  table  or  sched- 
ule, which  they  have  carried  in  their  pockets 
for  years. 

While  any  of  us  may  without  much  labor 
become  acquainted  with  the  charts  that  the 
Superintendent  uses  in  constructing  his  table 
of  trains,  still  we  can  not  without  study,  and 
long  association  with  his  duties  and  responsi- 
bilities, understand  all  the  nice  distinctions  that 
govern  him  in  his  work.  Nevertheless,  each 
schedule  presents  many  features  that  seldom, 
if  ever,  change ;  certain  trains  become  in  time 
like  the  staple  articles  that  a  grocer  is  compelled 
to  keep,  whether  he  derives  profit  therefrom  or 
not;  their  abandonment  can  not  be  contem- 
plated, and  the  most  trivial  changes  in  their 
organization  or  time  may  precipitate  upon  the 
hapless  Superintendent  the  indignation  of  an 
outraged  community ;  this  indignation  at  once 


4  Railway   Service : 

finds  utterance  and  relief  in  long  petitions,  sar- 
castic newspaper  articles,  crowded  mass  meet- 
ings, and  waiting  committees. 

Aside  from  the  staple  features  noticeable  in 
the  list  of  trains,  the  probable  amount  of  busi- 
ness that  will  offer,  its  source,  and  the  direc- 
tion it  will  take,  have  to  be  carefully  con- 
sidered in  constructing  the  schedule.  But 
these  calculations,  made  from  time  to  time  as 
new  schedules  are  constructed,  may  be  said  to 
have  reference  only  to  the  freight  traffic,  and 
the  number  of  trains  required  to  do  the  busi- 
ness with  reasonable  expedition  and  economy. 

The  number  of  passenger  trains  employed 
upon  our  roads  are  seldom,  if  ever,  reduced. 
On  the  contrary,  new  trains  are  added  at  long 
intervals  as  the  country  developes  and  the 
business  of  the  line  increases.  The  various 
passenger  trains  move  back  and  forth  on  a 
fixed  course,  year  after  year,  with  the  dull 
monotony  of  an  ever  swinging  pendulum  ;  each 
train  has  a  name  and  character  along  the  route 
it  follows,  and  people  speak  of  it  as  they  do  of 
their  recurring  crops. 

More  or  less  of  the  freight  trains  that  are 
operated  may  also  be  classed  with  the  staple 
articles ;  a  certain  number,  varying  with  the 
size  and  character  of  the  road,  are  necessary  to 
do  its  business ;  like  the  passenger  trains  they 
will  present  at  certain  seasons  of  the  year  an 


Trains  and  Stations.  5 

exceedingly  meagre,  if  not  beggarly,  appear- 
ance, bat  they  are  necessary  to  the  conven- 
ience of  the  community  and  an  expeditious 
conduct  of  the  varying  business  that  is  offer- 
ing, and  so  they  escape  the  inevitable  reduc- 
tion that  overtakes  unproductiveness  or  extrav- 
agance in  other  branches  of  the  business. 

Many  other  things  have  to  be  considered  and 
provided  for  in  arranging  the  schedule.  It  is 
desirable  there  should  be  close  connections  at 
various  junctions  with  other  roads.  It  is  this 
phase  of  the  subject  that  tries  the  patience  and 
ingenuity  of  the  official.  While  no  one  of  us, 
perhaps,  but  has  felt  gratified  at  being  able  to 
make  easy  and  swift  connection  at  some  junc- 
tion on  our  route,  not  all  of  us  have  stopped  to 
realize  that  the  (to  us)  propitious  conjunction  of 
circumstances  was  not  the  result  of  chance,  but 
of  much  contention,  of  many  long  and  angry 
communications,  much  bitterness  of  feeling, 
succeeded  by  many  agreements  and  counter 
agreements,  these  in  turn  finding,  eventually, 
definite  and  final  solution  in  some  happily  de- 
vised compromise  that  represented  approxi- 
mately the  rights  of  each  company  interested. 
It  is  sometimes  the  case  that  connection  with 
other  lines  has  only  to  be  made  at  one  end  of 
the  road.  It  is  thus  of  the  greatest  consequence 
to  the  management  that  trains  going  in  a  cer- 
tain direction  should  reach  their  destination  at 


6  Railway   Service : 

a  particular  hour,  but  when  these  trains  shall 
start  upon  their  return  journey  is  purely  a  local 
question,  to  be  considered  only  in  the  relation 
it  bears  to  the  other  local  questions  of  the  com- 
pany. 

The  experience  and  skill  required  to  move 
trains  with  economy  and  safety  upon  a  single 
track  is  infinitely  greater  than  that  required 
where  two  or  more  tracks  are  available.  In- 
deed, the  ability  required  to  manipulate  trains 
successfully  may  be  said  to  be  in  the  inverse 
ratio  to  the  number  of  tracks  upon  which  they 
are  moved.  Upon  a  double  track  road  there 
is  no  necessity  of  providing  meeting  places  for 
trains.  Where  there  is  but  one  track,  this  is 
of  the  greatest  consequence,  as  trains  can  only 
pass  each  other  at  those  points  where  adequate 
sidings  have  been  provided.  The  sidings  at  a 
particular  station  may  be  of  sufficient  length  to 
enable  passenger  trains  to  meet  and  pass,  but 
not  adequate  to  the  passage  of  freight  trains. 
The  nicest  calculations  have,  therefore,  to  be 
made  to  so  arrange  the  movement  of  trains  that 
the  meeting  or  passing  places  may  occur  at 
points  where  the  accommodations  are  adequate. 

When  three  tracks  are  available  for  the  move- 
ment of  trains,  the  special  provision  required 
upon  a  double  track  line  to  enable  trains  mov- 
ing in  the  same  direction  to  pass  each  other 
without  delay  or  inconvenience,  is  greatly 


Trains  and  Stations.  7 

lessened,  if  not  entirely  obviated.  When  it  is 
necessary  for  a  train  to  pass  another,  where 
three  tracks  are  employed,  the  forward  train 
pursues  its  way  at  reduced  speed,*upon  the  third 
or  intermediate  track,  while  waiting  for  the  fast 
train  in  its  rear  to  overtake  and  pass  it,  before 
it  can  re-occupy  the  main  track.  It  will  of 
course  sometimes  happen  that  a  particular  sec- 
tion of  the  third  track  will  be  required  for  -use 
simultaneously  by  slow  trains  moving  in  oppo-  ' 
site  directions.  When  this  is  the  case,  the 
opposing  trains  will  be  compelled  to  wait  until 
one  of  them  can  with  safety  re-occupy  the  main 
track. 

When  four  tracks  are  employed,  the  manipu- 
lation of  trains  becomes  still  more  simple.  It 
is  no-  longer  intricate  or  elaborate.  It  is  simply 
a  -matter  of  calculation,  affording  abundant 
scope,  doubtless,  for  the  exercise  of  good  judg- 
ment and  tact,  but  not  requiring  the  elaborate 
experience  and  skill  necessary  where  the  facili- 
ties are  more  restricted.  Trains  of  the  same 
class,  of  equal  or  approximate  grade,  follow  each 
other  in  endless  succession,  and  only  the  local 
or  accommodation  trains  are  required,  at  long 
and  comparatively  infrequent  intervals,  to  give 
way  to  faster  trains  of  a  higher  order,  but  of 
the  same  grade. 

Upon  a  four  track  railway  the  danger  to  life 
and  property  may  be  said  to  have  reached  the 


8  Railway    Service  : 

minimum,  while  the  facility  of  business  and 
the  economy  of  operation  have  reached  the 
maximum.  , 

When  separate  tracks  have  been  provided 
for  moving  trains  in  opposite  directions,  it 
would  seem  as  if  life  and  property  were  sur- 
rounded with  every  reasonable  safeguard 
against  the  danger  to  be  apprehended  from  col- 
liding trains,  but  it  is  undoubtedly  true  that 
disaster  perpetually  menaces  trains  following 
each  other  in  quick  succession  at  a  high  rate  of 
speed. 

While  the  results  to  be  apprehended  from  a 
train  being  run  into  from  the  rear  do  not  at 
first  sight  seem  likely  to  be  as  disastrous  as 
they  would  be  from  trains  colliding  while  mov- 
ing in  opposite  directions,  yet  a  moment's  re- 
flection makes  it  apparent  that  the  danger  to 
life  is,  under  certain  circumstances,  really 
much  greater  in  the  former,  than  in  the  latter 
case.1 

THE   BLOCK   SYSTEM. 

This  may  be  described  as  a  system  devised  to 
secure  the  expeditious  movement  of  trains  upon 
a  road  possessing  two  or  more  tracks,  without 
jeopardizing  life  or  property. 

I.  "  Any  one  who  has  examined  our  reports  of  train  acci- 
dents, will  have  observed  that  about  one-fifth  of  all  those 
reported  are  rear  collisions  which  would  be  impossible  when 
working  with  the  block  system." — Railroad  Gazette. 


Trains  and  Stations.  9 

Under  its  workings  the  track  of  a  road  is  cut 
up  into  short  sections  of  a  few  miles  in  length, 
called  blocks. 

Under  what  is  termed  the  "  absolute  "  sys- 
tem, not  more  than  one  train  is  allowed  upon  a 
block  at  the  same  time,  consequently  a  collision 
is  impossible  so  long  as  trains  remain  upon  the 
track. 

The  "permissive"  system  allows  more  trains 
than  one  to  move  upon  a  block  at  the  same 
time,  under  certain  circumstances,  but  it  pro- 
vides specifically  for  notifying  each  train  that 
enters  a  block,  whether  such  block  is  unoccu- 
pied or  not. 

When  a  train  passes  off  from  a  block,  it  is 
noted  by  the  operator,  and  the  fact  instantly 
telegraphed  to  the  signalman  at  the  opposite 
end  of  the  section  that  is  vacated ;  the  track  thus 
becomes  free  for  the  use  of  any  following  train. 

Until  the  receipt  of  this  notice  no  train  is 
permitted  to  enter  the  block,  under  the  "  abso- 
lute "  system. 

Under  the  "  permissive "  system,  certain 
trains  would  be  allowed  to  enter  after  having 
been  notified  that  the  block  was  already  occu- 
pied. 

The  block  system  makes  provision  for  keep- 
ing the  officials  of  a  train  advised  when  the 
track  is  obstructed  by  preceding  trains  ;  the 
danger  of  trains  being  run  down  is  thus  ren- 
dered practically  impossible. 


10  Railway    Service  : 

The  system  is  highly  esteemed  abroad,  and  is 
in  limited  use  in  this  country. 

The  enormous  cost  of  the  appliances,  neces- 
sary to  the  operation  of  the  block  system,  and 
the  great  expanse  attendant  upon  its  workings, 
may  be  said  to  practically  prohibit  its  general  in- 
troduction in  the  United  States  for  the  present. 
The  wealthier  companies  will  in  time  adopt  it, 
and  it  will  be  introduced  upon  isolated  sections 
of  road  where  the  business  is  so  great  as  to 
endanger  the  safety  of  trains  operated  under 
the  ordinary  rules. 

The  system  may  be  said  to  be  indispensable 
where  the  business  of  a  company  is  such  as  to 
require  that  trains  should  succeed  each  other  at 
intervals  of  only  a  few  minutes. 

It  is  relatively  of  much  greater  importance 
to  a  company  with  two  tracks  than  one  with 
double  that  number. 

The  danger  of  trains  running  into  each 
other  can  not  be  so  great  with  four  tracks  as 
with  two,  for  the  reason  that  while  the  num- 
ber moving  in  the  same  direction  upon  any  one 
track  may  be  as  great  upon  one  road  as  the 
other,  still  the  trains  that  succeed  each  other 
upon  one  line  will  all  be  moving  at  a  compara- 
tively uniform  rate  of  speed,  while  upon  the 
other  they  will  vary  from  fifteen  to  sixty  miles 
per  hour. 

Besides  this,  while  it  is  not  improbable  that 


Trains  and  Stations.  11 

the  freight  traffic  of  a  road  may  increase  pro- 
portionately with  the  number  of  its  tracks, 
still  the  number  of  passenger  trains  required 
is  not  likely  to  be  similarly  affected  and  thus 
the  tracks  allotted  to  such  trains  are  compara- 
tively idle. 

There  is  no  doubt  but  what  the  uniform  rate 
of  speed  pursued  by  trains  following  each 
other  upon  a  four  track  road  affords  a  protec- 
tion impossible  upon  roads  where  a  less  number 
are  available,  but  in  the  event  a  train  is  delayed 
or  one  or  more  of  its  cars  become  detached,  the 
danger  is  just  as  great  upon  a  four  track  road  as 
upon  one  .in  which  only  two  are  employed,  sup- 
posing the  business  to  be  proportionately  the 
same.  It  is  absolutely  essential  under  such 
circumstances  that  a  following  train  should  be 
warned  that  a  train  or  portion  of  a  train  is  in 
its  immediate  front. 

The  block  system  takes  cognizance  of  every 
attending  circumstance,  and  if,  under  its  work- 
ings, a  train  were  to  break  in  two,  and  the 
forward  part  continue  on  its  course  ignorant  of 
the  fact,  the  loss  would  instantly  be  observed 
by  the  operator  and  the  block  would  not  be 
freely  opened  to  succeeding  trains  until  the 
facts  were  fully  investigated. 


12  Railway    Service  : 

MANIPULATION  OF  TRAINS  UPON  ENGLISH  ROADS 
—  THE  FORGE  EMPLOYED  —  THE  COLLECTION 
OF  FARES. 

The  great  English  roads  are  all  operated 
under  the  block  system,  or  what  may  be  termed 
a  modification  of  such  system.  Each  line  is 
thickly  dotted  with  signal  houses  and  their 
attendant  appliances.  The  great  bulk  of  the 
rules  and  regulations  under  which  our  trains 
are  operated  have,  therefore,  no  relevance  with 
them. 

While  they  provide  schedules  as  we  do,  yet 
the  trains  are  constantly  guarded  and  protected 
by  the  multitude  of  signalmen  scattered  along 
the  line. 

These  men  are  ubiquitous ;  trains  move  or 
remain  stationary  as  they  direct ;  they  approach 
or  remain  away  from  stations  at  their  beck  or 
nod,  and  when  a  train  has  reached  a  station  it 
departs  or  not  as  the  signals  indicate.  So  that 
while  trains  may  be  behind  time,  or  may  not  be 
recognized  by  the  schedule,  they  still  pursue 
their  way  with  undiminished  speed  so  long  as 
the  signals  in  their  front  indicate  the  track  to 
be  clear.1 

i.  A  very  full  description  of  the  workings  of  the  block  sys- 
tem is  embraced  in  a  succeeding  chapter.  This  description  is 
taken  fr  >m  the  rules  and  regulations  of  the  English  roads 
operated  in  accordance  with  the  Clearing  House  Standard. 


Trains  and  Stations.  13 

The  trains  manipulated  under  the  eye  of  the 
signalmen,  of  course  require  double  tracks 
upon  which  to  move. 

Upon  single  track  roads  in  Great  Britain  the 
great  utility  of  the  telegraph  in  .connection 
with  the  movement  of  trains  is  practically 
unknown,  and  in  that  respect  our  system  of 
management  is  immeasurably  superior  to  theirs. 

The  duties  of  the  conductor  abroad  are 
exceedingly  diverse.  He  may  be  said  to  be 
the  creature  of  innumerable  circumstances. 
Frequently  without  an  assistant  on  board  the 
train,  he  is  expected  to  assist  in  its  protection ; 
perform  the  duties  of  a  brakeman ;  act  as 
express-messenger,  baggage-master  and  attend- 
ant. Nominally  in  control  of  the  train  when 
upon  the  line,  his  authority  vanishes  upon  its 
arrival  at  a  station.  He  assists  passengers  in 
entering  and  leaving  the  cars,  but  their  fares  are 
collected  by  another.1 

The  elaborate  force  which  mans  our  passen- 
ger trains  is  unknown  in  England.  There  the 
force  consists  of  a  guard  (conductor),  as  inti- 
mated above. 

He  does  not  always  have  an  assistant. 

i.  "Should  a  guard  have  reason  to  suppose  any  person  is 
without  a  ticket,  or  not  in  the  right  carriage,  he  is  to  request 
the  party  to  show  him  his  ticket,  not  with  a  view  to  receive  it 
from  him,  but  to  satisfy  himself  that  every  passenger  has  a 
proper  one.  He  is  under  no  circumstances  to  receive  money 
on  account  of  the  company." — Regulations  English  Roads. 


14  Railway    Service  : 

The  head  guard  has  charge  of  the  train,  and 
its  passengers,  baggage  and  express  matter. 

The  assistant  guard  has  a  box  in  one  of  the 
cars  or  vans ;  he  signals  the  train  in  case  of 
danger,  attends  to  the  brake,  and  performs 
such  other  duties  as  he  may  be  able. 

In  lieu  of  these  men  we  usually  have  a  con- 
ductor, express-messenger,  baggage-man  and 
two  brakemen.  Our  station  service  is,  how- 
ever, conducted  with  a  much  less  force  than 
theirs. 

Their  apparent  extravagance  in  this  respect 
is  explained  in  part  by  the  fact  that  the  rules 
requiring  passengers  to  purchase  tickets  before 
entering  the  cars  are  rigidly  enforced  by  them. 
The  outlay  is,  therefore,  not  an  extravagance. 

In  connection  with  this  subject  of  passenger 
fares  and  their  payment,  the  regulation  of  the 
Austrian  roads,  contained  elsewhere  herein, 
that  permits  and  directs  the  officials  of  a  com- 
pany to  impose  a  fine  upon  passengers  who 
neglect  to  purchase  tickets,  or  claim  that  they 
did  not  have  time  to  purchase  them,  is  interest- 
ing and  instructive.  The  laws  of  England 
governing  the  time  and  manner  of  paying 
passenger  fares  are  also  exceedingly  strict.1 

i.  "  Under  the  provisions  of  the  acts  relating  to  this  railway, 
any  person  who  shall  travel  or  attempt  to  travel  in  any  car- 
riage used  on  the  railway,  without  having  previously  paid  his 
fare,  and  with  intent  to  avoid  payment  thereof,  or  who,  having 
paid  his  fare  for  a  certain  distance,  shall  knowingly  and  wil- 


Trains  and  Stations.  15 


THE     SCHEDULE    BY    WHICH    REGULAR   TRAINS 
ARE   OPERATED. 

An  economical  management  of  railway  pro- 
perty requires  that  the  printed  schedule,  in 
accordance  with  which  trains  are  operated, 
should  provide  only  for  the  minimum  number 
required  to  do  the  business  of  the  road.  The 
schedule  specifies  the  precise  minute  each  train 
shall  start  upon  its  journey,  the  time  of  its 
arrival  at  the  various  stations  and  sidings,  and, 
finally,  the  hour  it  shall  reach  its  destination. 

A  glance  at  the  table  tells  us  where  trains 
meet  or  pass  each  other,  such  places  being 
indicated  with  startling  distinctness  by  great 
fat  dropsical  looking  figures  that  instantly 
engage  the  eye,  and  arrest  the  attention  of  the 
most  superficial  observer;  this  is  doubtless  why 
they  are  used,  and  it  is  very  likely  for  the  same 

fully  proceed  in  any  such  carriage  beyond  such  distance  without 
previously  paying  the  additional  fare  for  the  additional  dis- 
tance, and  with  intent  to  avoid  payment  thereof,  or  who  shall 
knowingly  and  wilfully  refuse  or  neglect,  on  arriving  at  the 
point  to  which  he  has  paid  his  fare,  to  quit  such  carriage,  is 
for  every  such  offense  liable  to  a  penalty  of  forty  shillings;  and. 
any  person  committing  such  offense  may  be  lawfully  appre- 
hended and  detained  by  the  company's  officers  and  servants 
until  he  can  be  conveniently  taken  before  some  justice." — 
G.  W.  R.ofEng. 

The  laws  of  England  protecting  other  companies  are  sub- 
stantially the  same  as  the  above. 


16  Railway  Service : 

reason  that  the  dropsical  or  apoplectic  style  of 
type  is  so  much  affected  in  railway  literature. 

The  trains  provided  for  in  the  schedule  are 
called  regular  trains. 

Each  train  has  its  number. 

Trains  going  in  one  direction  bear  od'd  num- 
bers, while  those  moving  in  a  contrary  direction 
monopolize  the  even  numbers.  Thus  to  hear 
the  number  of  a  train  is  to  know  its  direction. 

The  relative  importance  of  trains  is  indicated 
by  the  grade  given  them,  as  of  the  first,  second 
or  third  order. 

The  number  of  grades  may  be  restricted  or 
indefinitely  expanded. 

The  schedule  fixes  the  grade  of  each  train. 

The  life  of  a  schedule  varies  from  a  day  to 
six  months. 

It  is  the  creature  of  circumstances. 

The  rules  and  regulations  forming  a  part  of 
the  schedule  accurately  define  the  right  pos- 
sessed by  each  grade;  sometimes  of  specific 
trains. 

Thus  the  passenger  trains  northward  bound 
are  only  required  to  wait  five  minutes  at  meet- 
ing points  in  the  event  trains  of  the  same  grade 
moving  in  an  opposite  direction  are  delayed, 
after  that  they  proceed  on  their  way,  keeping 
five  minutes  behind  their  schedule  time,  until 
the  belated  trains  are  met. 

But  in  the  event  a  north  bound  passenger 


Trains  and  Stations.  17 

train  is  delayed,  the  train  going  south  is  com- 
pelled to  wait  thirty  minutes  at  the  meeting 
point  before  proceeding ;  after  that  it  resumes 
its  journey,  keeping,  however,  thirty  minutes 
behind  its  time  until  it  meets  the  delayed  train. 

Trains  of  an  inferior  grade  are  required  to 
keep  out  of  the  way  of  those "of  a  superior 
grade. 

Thus  if,  at  a  meeting  point  of  two  trains  of 
dissimilar  grade  the  train  of  superior  rank  is 
late,  the  train  of  inferior  grade  must  await  its 
arrival  indefinitely.1 

If  the  case  were  the  reverse  of  this,  the  train 
of  inferior  grade  being  behind  time,  the  superior 
train  would  go  forward  without  awaiting  the 
arrival  of  the  delayed  train. 

The  regular  trains  provided  for  by  the 
schedule  are  supplemented  by  others  as  busi- 
ness, or  the  exigencies  of  the  service  require. 

These  supplementary  trains  are  known  tech- 
nically as  extra  or  wild  trains. 

When  one  or  more  trains  follow  a  regular 
train  and  are  protected2  by  it  then  they  possess 

1.  The  number  of  hours  a  train  must  be  behind  time  before 
it  loses  its  rights  as  a  regular  train,  varies  with  different  roads 
from  eight  to  twenty-four  hours.     After  a  certain  time  it  is  not 
recognized,  and  can  only  proceed  under  special  orders,  or  in 
company  with  some  other  train. 

2.  Signaled.     Two  green  flags  by  day,  or  two  green  lamps 
by  night,  carried  on  the  front  of  an  engine,  indicate  that  an 
extra  is  following,  possessing  all  the  rights  of  the  train  carry- 

2 


18  Railway  Service  : 

all  the  rights  of  such  regular  train  ;  in  such 
cases  they  are  termed  extra  trains. 

If,  however,  a  train  is  operated  under  special 
instructions,  pursuing  its  way  from  point  to 
point  as  ordered,  without  reference  to  the 
time  indicated  in  the  schedule  for  the  move- 
ment of  trains^  then  it  is  called  a  wild  train. 

The  wild  trains  in  motion  upon  a  line  are 
sometimes  greatly  in  excess  of  the  number  of 
regular  trains  provided  for  by  the  schedule. 

When  the  business  of  a  road  necessitates  a 
temporary  increase  in  the  number  of  its  trains, 
or  when  delay  or  accident  overtakes  those 
in  motion,  it  is  then  that  the  telegraph  is 
brought  into  use  for  the  purpose  of  accelerat- 
ing their  movements. 

MOVEMENT  OF  TRAINS  BY  TELEGRAPHIC  ORDER. 

It  is  exceedingly  difficult,  if  not  impossible, 
for  a  great  number  of  trains  of  varying  weight, 
advancing  in  opposite  directions  upon  a  single 
track  road,  to  move  with  the  regularity  and 
precision  necessary  to  enable  them  to  meet  and 
pass  each  other  daily  at  the  places  designated 
in  the  schedule. 

Many  things  conspire  to  accelerate  or  retard 
the  progress  of  a  train,  such  as  the  number  and 

ing  the  signals ;  upon  some  roads  red  is  used  instead  of  green, 
upon  others  white,  upon  others  blue.  In  England  the  signal 
is  carried  on  the  rear  of  the  train. 


Trains  and  Stations.  19 

weight  of  its  cars,  the  quality  of  its  engine  and 
the  skill  of  its  driver,  the  state  of  the  track, 
the  character  of  the  grades,  the  direction  of  the 
wind,  the  density  of  the  atmosphere,  the 
activity  of  the  station  force,  and  the  efficiency 
and  industry  of  the  conductor  and  his  assist- 
ants. All  these  affect  its  movement.  The 
train  that  moves  forward  without  difficulty  at 
the  rate  of  fifteen  miles  an  hour  to-day,  will 
barely  be  able  to  make  ten  to-morrow. 

In  moving  trains  by  telegraph,  all  irregulari- 
ties and  inequalities  are  recognized  and  specifi- 
cally provided  for. 

The  trains  are  advanced  from  point  to  point 
without  reference  to  the  schedule. 

The  train  that  is  running  at  the  average  rate 
of  speed  is  moved  ahead  until  the  slower  train 
is  met,  their  meeting  place  depending  altogether 
upon  the  exigencies  of  the  hour,  or  their  loca- 
tion as  they  approach  each  other.1 

I.  "  The  Superintendent  arranges  the  schedule  by  which 
trains  are  moved,  and  when  accidents  occur,  or  business  can 
be  expedited  thereby,  the  time  table  is  superseded  by  the  tele- 
graph. To  the  discharge  of  this  delicate  duty  he  brings  a  clear 
head,  attentive  memory,  and  a  perfect  knowledge  of  the 
geography  of  his  road,  including  the  extent  of  its  grades,  the 
location  of  its  telegraph  offices,  and  the  capacity  of  its  sidings  ; 
the  character,  number  and  exact  position  of  the  trains  in 
motion  have  accurately  to  be  kept  iri  mind,  the  quality  of  the 
engines  hauling  them,  the  state  of  the  weather,  the  direction 
of  the  wind,  and  the  peculiar  capacity  of  the  enginemen  and 
conductors  engaged." — Railway  Revenue,  pp.  34,  35. 


20  Railway  Service : 

When  regular  trains  are  moved  by  telegraph, 
they  do  not  thereby  lose  the  rights  awarded 
them  by  the  schedule,  except  so  far  as  they  may 
be  specially  affected  by  the  orders  they  receive. 

The  moment  a  special  order  is  fulfilled,  or 
ceases  to  operate,  the  train  it  affects  resumes  the 
fixed  rights  it  possesses  as  specified  in  the  sched- 
ule ;  if  a  regular  train,  it  conforms  to  that  in- 
strument ;  if  a  wild  train,  it  awaits  further 
instructions  before  proceeding,  or  seeks  the 
protection  of  a  regular  train. 

Special  orders  are  rarely  if  ever  issued  that 
affect  passenger  trains,  except  when  they  are 
behind  time,  in  which  case  the  telegraph  is 
brought  into  requisition  for  the  purpose  of  ex- 
pediting their  movements,  and  at  the  same  time 
keeping  other  trains  in  motion.  With  this 
exception,  the  orders  issued  maybe  said  to  relate 
exclusively  to  trains  of  inferior  grade. 

When  there  are  a  great  number  of  freight 
trains  in  motion,  in  excess  of  those  provided  for 
by  the  schedule,  or  when  they  are  for  any  reason 
delayed,  they  are  moved  by  special  order,  with- 
out much,  if  any,  reference  to  the  time  table. 

In  a  central  office  the  dispatcher  watches  the 
movements  of  trains  and  notes  their  wants. 
His  is  the  master-spirit,  and  the  various  officials 
employed  upon  the  road  come  and  go  as  he 
directs  without  question  or  remonstrance. 

Like  the  pieces  on  a  gigantic  chessboard,  the 


Trains  and  Stations.  21 

trains  move  in  harmony  with  his  will  and  are 
ultimately  brought  safely  to  their  several  des- 
tinations by  him. 

He  constructs  in  his  mind's  eye  a  schedule 
adapted  to  the  exigencies  of  the  occasion.  The 
requirements  of  this  creation  of  his  mind  are 
known  only  to  him. 

He  executes  it  with  clearness,  expedition  and 
safety.1 

Of  course  there  are  degrees  of  excellence  in 
this  field  as  in  every  other.  The  mind  of  one 
dispatcher  will  be  clear,  quick  to  apprehend 
'and  execute,  the  mind  of  another  will  be  slow, 
heavy- witted,  fatty.  The  movement  of  trains 
by  telegraphic  orders  on  a  single  track  road 
requires  an  excellent  memory  and  the  exercise 

i.  "In  the  movement  of  trains  much  depends  on  the  train- 
dispatcher,  who  fills  a  most  responsible  and  laborious  position. 
The  latter-day  train-dispatcher  sits  at  headquarters,  and,  with 
the  aid  of  a  curious  chart,  is  enabled  to  see  at  a  glance  the 
exact  whereabouts  of  every  train  on  the  road  at  any  minute  of 
the  day.  He  has  the  entire  line  before  him  in  miniature. 
Dots  and  pegs  of  different  size  and  shape  indicate  the  different 
trains  in  motion  at  the  same  time,  and  from  the  chart  and  an 
elaborate  time-card  the  train-dispatcher  is  enabled  to  direct 
operations  by  telegraph  with  as  much  intelligence  and  absolute 
knowledge  as  he  cou'd  possibly  have  were  he  ubiquitous,  and 
able  to  give  oral  commands  in  a  hundred -different  places  at  the 
same  time.  The  train-dispatcher  is  supposed  to  know,  and 
does  know,  the  size  of  each  train,  freight  and  passenger,  on 
his  division,  the  speed  and  power  of  each  engine,  the  grade  of 
every  mile  of  the  road,  and  where  time  can  be  made  up  to  the 
best  advantage  when  trains  are  delayed." — Newspaper  account. 


22  Railway  Service  : 

of  the  .nicest  judgment  at  all  times ;  where 
more  than  one  track  is  employed  the  problems 
are  greatly  simplified,  just  as  we  have  shown  it 
to  be  less  difficult  to  frame  a  schedule  for  roads 
possessing  more  than  one  track  than  it  is  where 
only  one  track  is  available. 

The  capacity  of  a  single  track  road  may  be 
increased  fully  one  hundred  per  centum,  per- 
haps more,  by  a  skillful  use  of  the  telegraph  in 
connection  with  the  movement  of  trains. 

The  statement  appended  hereto1  of  the  per- 
formance of  trains  for  fourteen  consecutive 
days  upon  a  single  track  road,  108  miles  in 
length,  with  the  usual  station  facilities  and 
sidings,  represents  the  perfection  that  has  been 
attained  in  this  important  branch  of  railway 
service.  The  bulk  of  these  trains  were  moved 
by  the  dispatcher  through  the  medium  of  the 

i.  Total  number  passenger   trains  west   bound,     56 

east         ".         56 

"  freight       "        west        "        308 

"  "        east         "        301 

721 

Freight  cars  in  west  bound  trains,      -        -      7,701 

Freight  cars  in  east  bound  trains,  -         7,272 

14,973 

Average  number  of  cars  per  train,         ...         24.59 

"  --  "        trains  per  day  of  twenty-four  hours,  51.50 

"  "        minutes  between  trains  at  any  point,   28 

"         distance  run  by  trains,       ....       94-7° 

"         number  of  miles  per  hour,     -         -         -  I7'5° 

A  still  greater  traffic  could  have  been  acccmmodated  had 

the  business  of  the  line  necessitated  it. 


Trains  and  Stations.  23 

telegraph ;  no  accident  or  mishap  of  any  kind 
attended  their  manipulation.  The  results  indi- 
cate, of  course,  an  alert  and  able  dispatcher,  and 
an  efficient  organization  subordinate  to  him,  but 
above  all,  they  demonstrate  the  possibilities  of 
a  single  track  line  when  operated  under  favor- 
able auspices. 

THE   PROTECTION  OF   TRAINS. 

A  glance  at  the  rules  and  regulations,  includ- 
ing the  signals,  governing  the  movements  of 
trains  will  convince  the  most  skeptical  of  the 
careful  forethought,  the  boundless  provision 
made  to  ensure  safety  of  life  and  property. 

Wherever  danger  is  to  be  apprehended,  there 
signals  are  placed  to  convey  to  the  far-off  train 
assurance  of  safety,  or  warn  it  of  impending 
disaster. 

At  night  the  lights  of  different  colors  that 
flash  forth  from  the  darkness  as  the  train  ad- 
vances, guide  the  faithful  engineman,  just  as 
the  light-house  on  a  dangerous  coast  serves  as 
a  guide  and  protection  to  the  passing  vessel. 
The  daylight,  however,  affords  the  greatest 
latitude  for  arranging  and  displaying  signals, 
and  thus  flags  of  varying  color,  strange  sym- 
bols and  quaint  devices  meet  the  gaze  on  every 
hand ;  these  serve  to  stay  the  progress  of  the 
advancing  train,  or  cheer  it  on  its  course. 

The  irregular,  or   working  trains  of  a  com- 


24  Railway  Service  : 

pany,  such  as  gravel,  dirt,  stone,  and  wood 
trains,  constitute  one  of  the  greatest  elements 
of  danger. 

This  is  especially  so  upon  comparatively  new 
lines. 

The  duties  performed  by  these  trains  compel 
them  to  visit  every  part  of  the  line  at  infre- 
quent and  indefinite  periods,  not  hastening, 
like  other  trains,  from  station  to  station,  but 
proceeding  leisurely,  stopping  here  and  there 
upon  the  main  track,  as  occasion  requires,  to 
load  or  unload.  While  those  in  charge  of  such 
trains  are  able,  if  discreet  and  watchful,  to 
keep  out  of  the  way  of  trains  operated  in  ac- 
cordance with  the  schedule,  they  are  unavoid- 
ably kept  in  ignorance  many  times  of  the  num- 
ber and  location  of  wild  trains  in  their  vicinity, 
and  thus  those  in  charge  of  the  latter  are  com- 
pelled to  exercise  the  utmost  vigilance  to  protect 
themselves  from  possible  disaster.  In  cases  of 
this  kind  they  are  required  to  advance  slowly, 
sending  a  signalman  ahead  as  they  approach 
curves  and  obscure  places  in  the  track. 

Those  in  charge  of  working  trains  are,  as  a 
rule,  required  to  keep  signalmen  at  least  half  a 
mile  in  each  direction  when  the  train  is  em- 
ployed upon  the  main  track,  and  when  in 
motion  they  are,  or  ought  to  be,  for  obvious 
reasons,  required  to  move  at  an  exceedingly 
slow  rate  of  speed,  except  when  the  view  of 


Trains  and  Stations.  25 

the  track  is  unobstructed  for  a  long  distance  in 
advance. 

Where  trains  move  uniformly  in  one  direction 
upon  a  track,  the  precautions  necessary  to  pro- 
tect them,  in  the  event  the  road  is  obstructed 
from  any  cause,  are  very  materially  simplified, 
it  being  only  necessary  to  guard  the  approaches 
from  one  direction.  This  is  a  matter  of  much 
greater  importance  than  is  apparent  at  first 
sight. 

The  obstructions  to  the  track  from  delayed 
trains,  from  the  replacing  of  rails,  the  repairs 
of  bridges  and  culverts,  and  other  changes  and 
improvements,  are  of  constant  recurrence  upon 
every  line.  These  obstructions,  that  invite  the 
destruction  of  advancing  trains,  must  be  care- 
fully guarded  by  sentries  placed  far  away  in 
each  direction,  where  only  a  single  track  is  em- 
ployed ;  but  where  two  tracks  are  in  use,  sig- 
nalmen are  only  necessary  in  one  direction,  and 
thus  not  only  the  expense  is  lessened,  but  a 
great,  ever-present,  possible  danger  is  averted. 

For  it  must  not  be  forgotten  that  while  it  is 
possible  to  surround  every  contingency  or  inci- 
dent of  railway  experience  that  may  be  said  to 
be  subject  to  the  government  of  man  with  such 
carefully  devised  directions  for  the  guidance  of 
employe's  as  to  definitely  insure  the  safety  of 
trains,  in  the  event  the  directions  are  faithfully 
observed,  still  no  pro  vision,  no  forethought  upon 


26  Railway  Service  : 

\ 

the  part  of  railway  managers  can  avert  the 
consequences  of  the  indifference,  the  gross  stu- 
pidity, or  utter  recklessness  that  we  must  some- 
times expect  where  so  many  men  are  employed. 
It  is  of  the  utmost  importance,  therefore,  that 
the  possible  contingencies  that  may  arise  re- 
quiring the  exercise  of  the  judgment  of  employes 
in  cases  of  danger  should  be  restricted  as  much 
as  possible. 


Trains  and  Stations.  27 


CHAPTER  II. 

INDIVIDUALITY  OF  RAILROAD  COMPANIES. 
DISSIMILARITY  OF  THE  SIGNALS  IN  USE 
UPON  DIFFERENT  ROADS.  THE  DANGER 
THAT  SUCH  DISSIMILARITY  RENDERS  POS- 
SIBLE. 

The  individuality  that  characterizes  the 
organization  of  railroads  finds  many  curious 
illustrations,  but  none  more  curious  perhaps 
than  the  diversity  that  exists  in  the  signals 
employed  by  them  in  connection  with  the 
movements  of  trains. 

Now  under  all  ordinary  circumstances  noth- 
ing is  more  to  be  commended  in  a  railway 
company,  perhaps,  than  strong,  well-defined 
individuality.  Individuality  means  advance- 
ment, better  facilities,  a  higher  ideal,  and  the 
company  that  does  not  possess  it  soon  loses  its 
progressive  characteristics,  becoming  instead 
an  absorbent,  simply,  a  drone.  But  when  this 
individuality  is  carried  to  the  extent  of  enforcing 
a  different  set  of  train  rules  upon  every  line  that 
may  have  a  distinct  management,  then  the 
skeptical  and  uninformed  traveler  begins  to 
doubt  its  expediency  or  wisdom. 

It  is  undoubtedly  true  that  the  safety  of  the 


28  Railway  Service  : 

lives  of  passengers  and  others  depends  at  times 
upon  the  intelligence  with  which  signals  are 
manipulated.  Emergencies  are  not  of  rare 
occurrence  where  the  employment  of  the  right 
signal  at  the  right  moment,  and  the  instan- 
taneous interpretation  of  its  true  significance 
by  the  approaching  tra"in,  has  saved  the  lives  of 
many  people,  and  prevented  the  destruction  of 
valuable  property.  Hence,  it  is  apparent  that 
the  signals  in  use  should  be  stripped  of  all 
unnecessary  ambiguity,  and  reduced  as  much 
as  is  possibly  consistent  with  a  clear  under- 
standing of  what  is  required  under  every 
possible  emergency. 

A  correct  understanding  of  the  subject  re- 
quires that  we  should  remember  that  the  men 
employed  about  our  trains  are  not  wedded  to 
the  services  or  customs  of  a  particular  line. 
They  are  cosmopolitan.  The  force  employed 
upon  a  railroad  is  constantly  changing ;  these 
changes  are  accelerated  or  retarded  by  various 
causes.  A  great  increase  in  the  business  of  a 
company,  a  strike  among  its  employe's,  polit- 
ical disturbances  along  its  line,  sometimes  render 
it  necessary  for  a  company  to  put  untried  men 
upon  its  engines  and  entrust  its  trains  to  strange 
conductors.  These  new  men  may  understand 
generally  the  practical  duties  of  their  several 
places,  but  they  are  unacquainted  with  the 
peculiar  signals  and  rules  of  their  new  em- 


Trains  and  Stations.  29 

ployer.  It  is  not  unlikely  that  they  have  at 
various  periods  of  their  lives  served  upon  many 
different  lines.  This  varied  service  has  famil- 
iarized them  with  the  use  of  many  different 
systems  of  signals,  and  herein  lies  the  danger. 

This  confusion  of  knowledge  may  portend 
many  things.  To  the  reflective  mind  it  never 
ceases  to  be  a  subject  of  prolific  interest  and 
speculation.  This  diversity  of  knowledge  upon 
a  subject  requiring  nothing  but  definiteness, 
singleness  of  purpose,  arbitrary  precision,  pos- 
sesses a  sinister  meaning — seems  to  be  pregnant 
with  disaster  as  certain  as  the  coming  day. 

A  mere  looker-on  perhaps  over-estimates  the 
importance  of  the  signals  that  meet  his  eye  in 
every  direction  as  he  is  whirled  through  town 
and  village  at  dead  of  night.  He  has,  perhaps, 
in  his  time,  passed  through  some  great  accident, 
and  its  horrors  have  made  him  timid.  Such 
people  are  very  observing. 

He  has  remarked  that  upon  the  Great  Blank 
Road  a  green  light  is  a  signal  of  caution,  a  sig- 
nal to  trains  to  moderate  their  speed ;  it  does 
not  tell  them  to  halt.  Upon  the  Great  Trans- 
Continental  Line  green  is  a  signal  of  danger ; 
its  warning  is  imperative,  absolute ;  it  says, 
Stop  that  train!  not  at  some  indefinite  point 
beyond,  but  there ;  there  where  the  lamp 
burns ;  riot  a  foot  further — death  lies  beyond. 

But  suppose  the  engine-driver  has  but  recent- 


30  Railway    Service  : 

ly  come  into  the  employ  of  the  Great  Trans-Con- 
tinental Company  after  many  years  of  faithful 
service  with  the  Great  Blank  Line ;  enginemen 
are  Always  making  changes  of  this  description. 
A  skillful  mechanic  and  noted  for  his  watchful- 
ness arid  fidelity  to  duty,  he  is  a  valuable  acqui- 
sition to  the  road  and.  after  a  month  or  so,  he  is 
put  upon  the  night  express.  This  train  is 
always  heavily  loaded ;  it  makes  no  stops,  and 
keeps  pace  with  the  flying  clouds.  As  it  plunges 
forward  through  the  darkness  the  engineer 
observes  everything,  and  as  he  rounds  a  sharp 
curve  a  green  light,  shining  upon  the  track 
before  him,  meets  his  gaze  ;  he  has  seen  it 
under  similar  circumstances  many  times  before  ; 
its  reflection  gladdens  his  heart  like  the  face 
of  an  old  friend;  it  relieves  the  monotony  of 
the  dark  night ;  he  approaches  it  cautiously ; 
such  has  been  his  custom.  The  green  lamp  is 
to  him  like  the  warning  of  a  comrade  when 
one  glass  more  might  take  him  off  his  feet ;  it 
is  a  good-natured  nod  to  go  slow ;  it  is  not 
imperative.  As  the  train  rolls  by  he  leans 
lazily  out  of  his  window,  but  the  signalman, 
wild  with  rage  and  fright,  hurls  the  lamp  full 
at  the  cab,  and  it  is  smashed  into  a  thousand 
pieces.  In  an  instant  the  truth  flashes  upon 
the-  driver ;  upon  this  line  green  is  a  signal  of 
danger ;  a  chill  of  horror  seizes  him ;  he  is 
running  at  the  rate  of  fifteen  miles  an  hour  ;  he 


Trains  and  /Stations.  31 

reverses  his  engine,  the  whistle  sounds,  the 
brakes  are.  screwed  down,  the  drivers  whirl  in 
reverse  circles  with  the  velocity  of  light,  the 
engine  sways  and  trembles  with  the  tremen- 
dous strain  put  upon  it,  but  it  is  too  late,  and 
there  far  away  in  the  country,  in  the  peaceful 
stillness  of  night,  the  great  black  engine,  its 
brave  driver  and  long  line  of  cars  filled  with 
sleeping  passengers,  glide  quietly,  impercepti- 
bly, into  the  yawning  gulf  that  envelopes  them 
all  in  a  common  ruin 

This  is  what  a  diversity  of  signals  means  to 
the  tired  and  nervous  traveler. 

How  far  are  his  fears  justifiable  ? 

Could  the  case  we  have  supposed  actually 
occur  ? 

Probably  not. 

Yet  it  is  true  that  the  signal  that  correctly 
interpreted  says  to  the  engine-driver,  "  all  right ; 
go  ahead ;  the  track  is  clear ; "  may,  and  un- 
doubtedly does,  mean  something  entirely 
different  upon  a  neighboring  line. 

Accidents  occur  upon  our  railways  that  are 
inexplicable. 

The  occasion  of  them  is  enveloped  in  mystery. 

The  religious  attribute  them  to  God. 

Are  any  of  these  disasters  brought  about  by 
an  improper  understanding  of  the  meaning  of 
particular  signals,  or  by  employe's  getting  the 
rules  and  regulations  of  different  companies 
confounded  ?  Who  can  tell  ? 


32  Railway  Service : 

An  investigation  of  the  subject  of  train  regu- 
lations elicits  many  curious  things.  Upon  one 
great  line  the  carrying  of  two  green  lights  in 
front  of  an  engine  is  a  notice  to  the  trains  it 
meets  that  the  track  is  clear ;  no  trains  are 
following  ;  go  ahead.  Upon  another  great  line 
two  green  lights  carried  upon  an  engine  indi- 
cates that  a  train  is  following  and  that  all  other 
trains  must  keep  out  of  the  way.  These  signals 
mean  two  directly  opposite  things,  and  a  con- 
ductor and  engineer,  acting  upon  the  signals 
of  the  first  mentioned  company  while  in  the 
employ  of  the  second,  would  inevitably  bring 
his  train  into  collision  with  another,  if  no  for- 
tuitous circumstances  intervened  to  prevent  it. 

The  lamp  raised  and  lowered  upon  one  road 
says  back  up ;  upon  a  parallel  line,  not  ten  feet 
away,  it  may,  and  very  likely  does,  mean,  go 
ahead. 

Differences  like  these  are  pregnant  with  ideas 
of  danger. 

WANT    OF     UNIFORMITY     IN     THE    RULES     AND 
REGULATIONS  GOVERNING  DIFFERENT  ROADS. 

It  would  naturally  be  supposed  that  where  a 
track  was  used  in  common  by  two  companies, 
that  their  system  of  signals,  and  their  rules  and 
regulations,  would  be  identical,  not  only  upon 
the  track  that  was  jointly  occupied,  but  over 
all  of  their  lines  as  well.  To  a  superficial 


Trains  and  Stations.  33 

observer  the  danger  of  getting  the  two  con- 
founded would  seem  to  be  so  great  that  their 
unification  would  follow  as  a  matter  of  course. 
But  it  does  not.  It  is  impossible  to  tell  why. 
It  may  not  be  necessary.  We  will  believe  that 
it  iff  not. 

But  a  single  section  of  track  can  not  safely 
be  operated  under  conflicting  rules,  and  when 
it  is  used  by  two  companies  one  of  them  must 
necessarily  give  way.  Obviously  the  company 
to  give  way  will  not  be  the  proprietors  of  the 
track.  Accordingly  the  other  company  will 
direct  its  employe's  to  observe  the  rules  of  the 
proprietors  of  the  joint  track  when  passing  over 
any  portion  of  such  track.  These  employe's 
must,  therefore,  at  a  particular  place,  be  it  day 
or  night,  lay  aside  the  rules  and  regulations 
that  they  are  familiar  with  by  study  and  prac- 
tical use,  and  adopt  in  their  stead  other  rules 
dissimilar  in  form  and  application. 

It  would  seem  as  if  it  could  not  be  other- 
wise than  hazardous  to  make  this  abrupt  sub- 
stitution of  rules  under  which  trains  are 
operated  day  after  day,  and  year  after  year. 
But  we  must  believe  that  it  is  not,  for  there 
are  instances  where  a  joint  track  has  been 
operated  for  a  series  of  years  under  the  very 
circumstances  we  have  mentioned. 


34  Railway   Service  : 


INTELLIGENT    DISCRIMINATION     EXERCISED    BY 
TRAINMEN. 

It  is  observable  in  the  practical  application 
of  the  system  under  which  trains  are  operated, 
that  the  emploj^s  connected  with  the  train 
service  do  not  always  attach  the  significance 
to  specific  signals  or  rules  that  would  naturally 
be  supposed.  Especially  is  this  so  in  reference 
to  use  of  signals.  Their  acquaintance  with  the 
every-day  working  of  trains  teaches  them  that 
allowance  must  always  be  made  for  the  ignor- 
ance, stupidity  or  thoughtlessness  of  employe's, 
and  they  strive  constantly  to  protect  them- 
selves and  the  passengers  and  property  en- 
trusted to  their  care  from  the  fatal  effects  that 
would  oftentimes  follow  a  blind  obedience  to 
the  orders  given  them  by  the  class  of  men  we 
have  enumerated. 

And  so  it  is  in  reference  to  special  orders. 
The  engineer  of  an  irregular  train  that  is  run- 
ning under  special  telegraphic  instructions  at 
the  rate  of  sixty  miles  an  hour,  can  not  depend 
implicitly  upon  the  accuracy  of  the  reports  he 
receives  in  reference  to  the  location  and  inten- 
tion of  other  trains.  Doubtless  the  informa- 
tion imparted  to  him  is  perfectly  accurate  and 
trustworthy.  He  ventures  no  comments.  His 
orders  are  to  proceed.  He  has  been  trained  to 


Trains  and  Stations.  35 

obey.  Outwardly,  he  is  unconcerned,  but  in- 
wardly he  is  filled  with  apprehension,  and  as 
he  proceeds  on  his  course,  he  scrutinizes  the 
track  with  an  intensity  and  a  sagacity  that 
never  wearies. 

The  anxiety  upon  the  part  of  the  engineer  is 
not  occasioned  by  fear  for  his  personal  safety, 
though  that  doubtless  has  its  influence,  but  it 
is  the  knowledge,  born  of  observation  and  ex- 
perience, that  blind  adherence  to  orders,  no 
matter  what  the  circumstances  or  from  whom 
emanating,  may  not  only  cost  him  his  life,  but 
may  involve  the  lives  of  many  others  ;  the  lives 
of  people  believing  in  him,  and  trusting  him, 
and  as  unconscious  of  danger  as  they  are  help- 
less to  avoid  it. 

Under  many  circumstances  the  watchfulness 
of  the  engineer  is  of  no  practical  avail ;  a  sharp 
curve  may  bring  him  face  to  face  with  an  ad- 
vancing train,  an  open  switch  or  a  track  torn 
up  for  repairs. 

Some  rule  upon  which  his  safety  depends  is 
disregarded.  The  train  that  should  wait  pro- 
ceeds on  its  way  confident  of  making  the  suc- 
ceeding station  ;  the  night  is  foggy,  a  high  wind 
blows,  the  track  is  slippery,  the  engine  will  not 
make  steam,  its  time  is  up.  Still  it  advances ; 
when  from  out  the  gloom  there  emerges  in  its 
immediate  front  the  light  of  an  approaching 
locomotive  ;  the  whistles  simultaneously  shriek 


36  Railway  Service  : 

the  alarm  ;  there  is  a  moment's  suspense ;  when 
high  above  the  roar  of  the  winds,  and  the  noise 
of  rushing  steam,  is  heard  the  crash  of  the  op- 
posing trains. 

THE   CONSERVATISM   OF   TRAINMEN. 

That  disasters  of  this  character  are  of  rare 
occurrence  is  -  attributable  to  the  intelligence 
and  watchfulness  of  the  men  in  charge  of  our 
trains. 

A  disregard  o£  the  established  rules  under 
which  trains  are  manipulated,  not  only  costs 
the  offender  his  place,  but  it  may  involve  many 
innocent  lives. 

This  tremendous  responsibility  can  not  be 
evaded,  and  so  there  grows  up  in  the  mind  of 
the  engineer  and  conductor  an  intense  con- 
servatism. 

Subordinate  employes  participate  in  this 
feeling.,  and  so  we  find  everywhere  we  go  a  dis- 
position, upon  the  part  of  trainmen,  to  comply 
with  the  literal  requirements  of  each  and  every 
order  or  rule,  and  in  cases  of  doubt  nothing  is 
risked,  everything  is  sacrificed  that  absolute 
safety  may  be  ensured;  and  it  is  to  this 
conservatism,  this  loyal  adherence  to  established 
rules,  that  the  railway  traveler  is  indebted  for  his 
safety. 


Trains  and  Stations.  37 


THE  REGULATIONS  PARTAKE  OF  THE  CHARAC- 
TER OF  THE  MEN  INTRODUCING  THEM. 

As  we  advance  in  our  inquiries  into  the 
rules  governing  the  machinery  of  the  depart- 
ment of  transportation  upon  different  roads,  we 
are  more  and  more  surprised  at  the  differences 
that  exist. 

Many  of  the  differences  are  material. 
,     Others,  again,  are  differences  of  form,  only. 

In  many  cases  we  can  trace  in  the  regula- 
tions of  a  road  the  peculiar  traits  of  character 
possessed  by  those  instrumental  in  perfecting 
them. 

The  rules  of  one  company  will  be  extremely 
exacting ;  another  company  will  trust  more  to 
the  discretion  of  its  operatives. 

Much  can  be  said  in  favor  of  each  system. 
Under  one  system  employe's  act  automatically  ; 
under  the  other  they  act  more  zealously,  per- 
haps, but  "with  less  effectiveness.  The  first 
named  system  is  without  doubt  best  for  the 
company,  the  last  named  is  more  advantageous 
to  the  men.  Generally  speaking,  one  system 
breeds  dependents,  the  other  engenders  men. 


38  Railway  Service : 


SOME  OF  THE  DIFFERENCES  OBSERVABLE  IN  THE 
RULES  AND  REGULATIONS  OF  DIFFERENT 
ROADS. 

But  let  us  notice  further  some  of  the  differ- 
ences that  exist  in  the  regulations  of  different 
railroads. 

And  first  we  remark  that  upon  one  line  the 
trains  going  south  possess  certain  privileges 
over  trains  going  north  ;  that  is  to  say,  they  are 
entitled  to  the  road  for  a  certain  specified  num- 
ber of  minutes  over  and  above  the  time  allotted 
them  in  the  time-table,  and  connecting  trains 
are  required  to  keep  out  of  their  way.  Upon 
a  neighboring  road  the  trains  going  north  will 
be  the  ones  that  are  favored. 

It  does  not  require  a  vivid  imagination  to 
picture  the  consequences  of  any  mistake  as  to 
the  rights  possessed  by  a  particular  train,  but 
as  a  mistake  in  this  respect  must  involve  a  mis- 
apprehension of  the  facts  upon  the  part  of  both 
the  engineer  and  conductor,  it  may  be  said  to  be 
improbable  if  not  impossible. 

The  direction  in  which  the  greatest  average 
number  of  people  travel  varies  in  different  sec- 
tions. In  one  section  it  will  run  to  the  north, 
elsewhere  the  stream  will  be  southward. 
The  discrimination  we  have  mentioned  is  usu- 
ally in  favor  of  that  current  of  travel  that  it  is 


Trains  and  Stations.  39 

« 

most  important    the  railway  company   should 
favor. 

The  granting  of  certain  privileges  to  a  train 
moving  in  one  direction,  not  granted  to  trains 
moving  in  an  opposite  direction,  is,  therefore, 
not  the  result  of  chance  or  caprice,  but  the  ex- 
ercise of  a  shrewd  discretion. 

In  pursuing  our  investigations,  we  find  con- 
stant evidence  of  the  exercise  of  this  discretion. 
One  company  will  insist  upon  its  gravel  and 
other  working  trains  keeping  ten  minutes  or  more 
out  of  the  way  of  all  goods  trains,  that  is  to  say, 
they  must  be  clear  of  the  main  track  at  least  ten 
minutes  before  a  freight  train  is  due.  These 
working  trains  employ  hundreds  of  men,  and  in 
the  event  the  freight  train  is  delayed,  or  wheth- 
er it  is  or  not,  the  loss  of  money  to  the  company 
through  the  enforced  idleness  of  its  men  must, 
in  the  course  of  a  year,  amount  to  a  large  sum. 
A  neighboring  company,  keeping  this  fact  in 
mind,  will  give  its  gravel  trains  permission  to 
continue  at  work  (keeping  out  the  required  sig- 
nals) until  the  approaching  freight  train  is  in 
sight,  when  the  working  train  must  hasten  to  get 
out  of  its  way.  Under  this  rule  no  time  is  lost 
unnecessarily  by  the  employes  of  the  company, 
and  under  its  practical  working  it  may  be  en- 
tirely safe,  though  examined  theoretically  it 
would  seem  as  if  the  order  requiring  working 
trains  to  keep  at  least  ten  minutes  out  of  the 


40  Railway  Service  : 

way  can  not  but  be  safer  than  the  rule  permit- 
ting them  to  continue  at  work,  no  matter  what 
careful  provision  may  be  made  for  watching  the 
approaches  to  such  train. 

The  margin  of  time  allowed  trains  of  a  su- 
perior class,  which  time  must  never,  under  any 
circumstances,  be  used  by  those  of  an  inferior 
order,  is  not  the  same  upon  different  roads. 
One  company  will  require  its  freight  trains  to 
be  upon  a  siding  twenty  minutes  in  advance  of 
the  time  a  train  of  superior  grade  is  due.  Up- 
on another  line  fifteen  minutes  will  be  allowed. 
Upon  still  another  road  ten  minutes  is  consid- 
ered sufficient.  The  object  of  each  manage- 
ment is,  of  course,  to  strike  a  happy  mean. 
The  safety  of  trains,  and  especially  those  of  a 
high  grade,  is  always  of  paramount  considera- 
tion, but  a  due  regard  for  their  safety  is  not 
necessarily  inconsistent  with  an  active,  expedi- 
tious discharge  of  business,  and  if  a  margin  of 
ten  minutes  is  considered  sufficient  by  the  man- 
agement, and  has  been  proven  to  be  so  by  years 
of  experience,  then  to  allow  a  longer  time 
would  be  an  unnecessary  delay  of  the  traffic  of 
the  line,  and  a  gross  extravagance  upon  the  part 
of  the  company's  representatives. 

An  effort  upon  the  part  of  railway  managers 
to  make  the  most  of  every  circumstance  is  ap- 
parent in  many  ways.  That  these  efforts  at 
economy  are  often  times  illy  directed  and  un- 


Trains  and  Stations.  41 

fortunate  in  their  results  is  made  apparent  from 
time  to  time,  and  these  failures  teach  us  to  re- 
main silent  when  we  would  otherwise  be  dis- 
posed to  criticise  what  seems  like  a  want  of 
thrift,  an  improvident  use  of  the  resources  of  a 
road. 

One  company  will  require  its  detached  en- 
gines, when  passing  over  the  line,  to  precede,  in 
all  cases,  the  regular  trains.  Another  company, 
with  a  careful  eye  to  the  saving  of  a  few  pence, 
will  require  that  when  such  engines  accom- 
pany freight  trains  they  must  follow  rather 
than  precede.  The  object  of  the  latter  case 
being,  doubtless,  to  make  the  detached  loco- 
motive assist  the  engine  attached  to  the  train 
in  the  event  assistance  is  required.  The  danger 
to  the  train  and  its  operatives  is  apparently 
much  greater  from  an  engine  following,  than 
from  an  engine  preceding  it,  but  the  opportunity 
of  using  the  detached  locomotive,  as  occasion 
requires,  is  thought  to  more  than  compensate 
for  the  slight  risk  that  is  run.  Whether  it  does 
or  not  no  one  can  definitely  determine. 

Of  the  many  differences  that  attract  our  at- 
tention, not  the  least  surprising  is  that  which 
exists  in  reference  to  the  manner  of  conducting 
business  upon  double  track  roads.  While  it 
seems  perfectly  apparent  to  us  that  vehicles 
should,  to  prevent  collision,  turn  to  the  left 
in  passing  each  other  upon  the  public  highway, 


42  Railway  Service : 

it  also  seems  equally  clear  that  upon  a  railway 
line  where  the  danger  of  collision  does  not  and 
can  not  exist,  that  trains  should  in  all  cases  take 
the  right  hand  track.  As  the  regulations  of 
the  English  companies  and  many  of  our  own 
lines  require  that  trains  shall  run  upon  the 
left  hand  track,  we  must  accept  such  regula- 
tions as  conclusive  evidence,  that  in  the 
estimation  of  the  managers  of  such  lines  at 
least,  there  are  many  weighty  reasons  why 
trains  should  run  upon  the  left  hand  track  in 
preference  to  the  right. 

NO   UNIFORMITY   IN  THE   TELEGRAPH   DE- 
PARTMENT. 

The  diversity  that  exists  in  the  rules  of  dif- 
ferent companies  governing  the  movement  of 
train  operatives  also  exists  in  the  telegraph 
department  of  railroads. 

Upon  the  lines  of  one  company,  the  signal 
"  27  "  flying  along  the  wire  closes  every  key 
and  silences  every  operator ;  it  is  a  magic  num- 
ber ;  it  hushes  all  disputes  ;  it  means  life  and 
death ;  it  is  a  warning  to  clear  the  line  ;  it  is  a 
signal  that  the  waiting  message  must  take  pre- 
cedence of  every  thing  else,  no  matter  how 
important. 

Upon  another  circuit  "  27  "  possesses  no  sig- 
nificance whatever,  and  its  repetition  would 


Trains  and  Stations.  43 

never  still  the  struggle  that  is  forever  going  on 
amongst  operatives  for  the  use  of  the  line. 

Upon  one  line  the  cabalistic  sign  "  19  "  serves 
instantly  to  hush  all  rivalry  and  contention,  it 
is  the  signal  of  the  general  manager,  and  woe 
to  the  unfortunate  novice  who  incautiously  ven- 
tures to  break  in  upon  the  business  that  fol- 
lows. Upon  another  line  number  "  19  "  has  no 
special  meaning,  and  its  repetition  would  only 
serve  to  excite  idle  curiosity  or  profanity. 

Upon  some  of  the  telegraph  lines  the  most 
extended  and  ingenious  ways  are  sought  to  ab- 
breviate and  save  time.  Each  number  will  be 
made  to  convey  some  special  information,  an 
elaborate  question  perhaps,  while  still  other 
numbers  furnish  an  answer  for  every  emer- 
gency. When  this  field  has  been  exhausted, 
the  alphabet  will  be  resorted  to  and  isolated 
letters  or  simple  combinations  of  letters  will  be 
made  to  stand  for  words,  the  words  selected 
being  those  most  in  use  in  the  business  vocab- 
ulary of  a  railroad. 

LACK  OF  COMPLETENESS  AND  THOROUGHNESS 
IN  FRAMING  THE  RULES  AND  REGULATIONS. 

While  we  find  that  the  rules  of  no  two  com- 
panies are  exactly  alike,  so  we  find  on  a  careful 
examination  of  the  regulations  of  many  differ- 
ent lines  that  no  one  of  them  contain  all  the 
rules  that  possess  a  positive  practical  value  ;  no 


44  Railway  Service : 

one  of  them  that  is  not  deficient  in  some  impor- 
tant respect. 

Investigation  elicits  the  fact  that  the  rules  of 
each  company  contain  many  valuable  hints  and 
suggestions  not  embraced  in  the  directions  of 
any  other  company. 

It  has  been  the  aim  to  embrace  in  the  rules 
appended  hereto  the  salient  features  of  each,  so 
far  as  the  same  was  practicable.  The  magnitude 
of  the  work  has  for  the  present  rendered  the 
effort  only  measurably  successful. 

The  bits  of  information  gleaned  in  pursuing 
the  wise  provision  made  by  different  managers 
are  interesting  as  well  as  instructive.  One  man- 
ager who  has,  doubtless,  in  his  time  given  spe- 
cial attention  to  the  subject  of  claims,  directs 
his  subordinates  in  all  cases  of  accident  to  re- 
port with  other  facts  the  names  of  witnesses. 
He  has  undoubtedly  been  sorely  pressed  by 
some  unfriendly  claimant  in  consequence  of 
lack  of  information  upon  this  very  point. 
Other  companies  note  the  provision  made  and 
insert  similar  instructions. 

The  same  manager  we  h*ve  mentioned  also 
warns  his  employe's  in  his  printed  rules  that  his 
company  will  not  under  any  circumstances  be 
responsible  for  accidents  to  employe's  while 
coupling  cars,  etc.  Evidently  he  does  not  in- 
tend his  company  shall  suffer  from  negligence 
in  this  particular  field,  if  warnings  will  suffice. 


Trains  and  Stations.  45 

Another  manager  will  take  a  rule  common  to 
all  roads  and, by  adding  a  clause,  perhaps  a  word, 
give  it  a  finish  and  completeness  that  it  did  not 
before  possess. 

Another  manager  explains  to  the  operatives 
of  his  trains  that  they  must  not  exceed  fifteen 
miles  an  hour,  and  that,  when  running  at  that 
rate,  they  will  pass  seven  telegraph  poles  a 
minute.  Probably  this  would  be  only  approxi- 
mately true  upon  many  lines.  It  is  however  a 
fine  illustration  of  the  acute  observation  and 
good  practical  sense  of  railway  managers. 

Another  manager  provides  a  system  whereby 
trainmen  may  signal  each  other  in  the  event 
a  train  should  break  in  two,  special  provision 
being  made  in  case  the  train  should  break  into 
more  than  two  parts.  We  should  probably  find 
upon  inquiry  that  the  company  represented 
by  the  official  promulgating  these  signals,  has  at 
some  period  of  its  existence  suffered  disastrously 
from  the  inability  of  trainmen  to  convey  quick 
intelligence  to  their  companions  of  the  breaking 
in  two  of  trains. 

Still  another  manager  is  at  considerable  pains 
to  define  the  rights  possessed  by  an  extra  train, 
in  the  absence  of  special  orders,  in  the  event  it 
can  not  reach  the  meeting  point  without  tres- 
passing upon  the  time  of  trains  going  in  the  op- 
posite direction. 

And   so    we  might  go  on  at  much    greater 


46  Railway  Service  : 

length,  but  enough  has  been  written  to  illus- 
trate the  differences  that  exist  in  the  laws  gov- 
erning the  movement  of  trains,  and  here  for 
the  present  we  drop  the  subject. 

THE  WONDERFUL  PHRASEOLOGY  OF  TRAINMEN. 

Of  the  many  remarkable  things  noticeable  in 
the  experience  of  railroads,  not  the  least  curi- 
ous are  the  technical  phrases  in  common  use, 
in  connection  with  the  train  service.  Many  of 
the  phrases  are,  without  doubt,  re-adaptations 
of  old  expressions  common  to  the  early  experi- 
ences of  the  pioneer  managers  of  railways. 
The  necessities  of  the  service  have  given  rise 
to  many  other  expressions  peculiar  to  it.  and 
not  to  be  found  elsewhere. 

While  the  words  and  set  phrases  employed 
are  perhaps  not  as  copious  or  extended  as  those 
in  use  among  sailors,  still,  many  of  them  are 
quite  as  enigmatical,  and  to  any  one  ignorant 
of  their  application  they  possess  a  significance 
that  is  startling  in  the  extreme. 

Thus,  when  the  ukase  of  the  manager  goes 
forth  that  u  flying  switches  "  will  not  be  toler- 
ated upon  the  line  under  any  conceivable  cir- 
cumstances, the  verdant  observer  is  quite  justi- 
fied in  picturing  in  his  mind's  eye  an  ingenious 
contrivance  whereby  certain  vicious  and  unruly 
employe's  are  accustomed  to  amuse  themselves, 


Trains  and  Stations.  47 

surreptitiously  perhaps,  from  time  to  time,  to 
the  great  distress  and  alarm,  of  the  manage- 
ment. 

Our  verdant  friend  finds  that  "  running 
switches,"  "  shooting  stations,"  and  "  wild 
trains  "  are  everywhere  spoken  of  as  the  most 
natural  and  proper  objects  in  the  world  —  things 
too  well  known  and  understood  to  require  elab- 
oration or  explanation. 

And  in  this  way  his  mind  becomes  expanded, 
so  that  when  he  reads  that  "  enginemen  must 
not  fail  to  note  all  'whistling-posts'  they  may 
pass  upon  the  line,"  he  is  neither  daunted  nor 
discouraged,  but  at  once  acknowledges  and  ac- 
cepts the  presence  of  "  whistling-posts  "  as  he 
would  any  other  phenomena  in  nature. 

However,  when  he  reads  that  conductors  will 
44  side-track,"  under  certain  stated  circum- 
stances, he  is  at  a  loss  to  know  whether  their 
doing  so  will  be  voluntary  or  involuntary.  Are 
they  to  side-track  of  their  own  accord,  or  will 
they  side-track  in  spite  of  themselves  ? 

These  and  similar  questions  constantly  recur 
to  disturb  him  as  he  progresses  ;  they  can  not  be 
absorbed,  and  are  too  enigmatical  to  be  solved 
unaided. 

When  he  reads  the  terse  command  that  con- 
ductors must  "  take  a  side-track,"  he  wonders, 
inwardly,  if  they  take  it  as  they  do  medicine  or 
food,  or,  as  an  outlying  fortress  is  taken  by 
storm  with  attendant  sappers  and  miners. 


48  Railway  Service  : 

And  so  he  wonders  how  it  is  possible  to  turn 
trains  upon  the  letter  "Y,"  and  why  so  foolish 
a  thing  should  be  done. 

He  can  not  understand  why  it  should  be  nec- 
essary to  tell  a  man  of  sufficient  intelligence,  to 
act  as  conductor,  that  he  must  "keep  off"  the 
time  of  other  conductors,  and  speculates  what 
connection,  if  any,  this  has  with  the  "lost 
time  "  of  trains. 

What  process  is  necessary  to  enable  one  train 
to  "  clear  "  another  ? 

Why  should  not  an  engine  be  allowed  to  slip 
her  "  drivers  "  if  she  or  they  can  get  along 
easier  thereby  ? 

How  are  switches  "  set,"  and  in  what  manner 
can  a  train  be  operated  upon  a  "  block  ?  " 

Questions  like  these  occur  to  him  at  every 
step. 

In  another  chapter  we  have  endeavored  to 
explain  the  meaning  of  some  of  the  more  obtuse 
phrases  common  amongst  trainmen.  Some  of 
these  phrases  are  well  understood,  others  again 
are  unintelligible,  except  to  those  versed  in 
what  we  may  call  the  phraseology  of  trains. 
The  list  is  susceptible  of  infinite  expansion, 
but  it  is  sufficient  in  its  restricted  form  for  the 
purposes  of  the  present  work. 


Trains  and  Stations.  49 

PHRASEOLOGY    PECULIAR    TO    ENGLISH   ROADS. 

While  the  phraseology  employed  upon  English 
roads  is  radically  different  from  that  in  use 
in  this  country,  it  is  in  no  respect  less  peculiar. 
Yet  it  is  probably  true  that  any  Englishman 
who  should  attempt  to  explain  the  phrases  in 
common  use  upon  the  roads  in  Great  Britain 
would  be  generally  laughed  at  by  railway  men 
in  that  country  ;  to  them  such  phrases  are  a 
part  of  their  mother  tongue  ;  by  many  they  are 
supposed  to  be  in  universal  use  ;  by  others  they 
are  thought  to  have  always  formed  a  part  of 
the  English  language.  -Yet,  while  the  English 
language  is  still  tolerably  well  understood  in 
the  United  States,  it  is  nevertheless  true  that 
there  are  probably  not  one  hundred  Americans 
connected  with  the  various  railway  companies 
in  this  country  who  understand  the  significance 
of  the  great  bulk  of  expressions  in  common  use 
upon  the  railways  of  England. 

How  many  Americans  are  there  who  know 
what  a  Scotch  block1  or  a  sprag  is ;  or  a  trol- 
ley,2 lay  bye,3  lorry,4  ganger,5  or  train  staff6  ? 
This  list  could  be  extended  indefinitely. 

1.  A  block  laid  across  the  track  to  prevent  the  movement  of 
cars. 

2.  Car  used  by  trackmen. 

3.  A  side  track. 

4.  A  flat  car. 

5.  The  foreman  in  charge  of  sectionmen. 

6.  A  staff  used  upon  a  single  track  road  and  placed  in  a 

4 


50  Railway  Service  : 

In  England,  as  in  the  United  States,  the 
names  of  many  things  connected  with  the  rail- 
way lines  had  a  significance  half  a  century 
ago  that  they  do  not  possess  under  the  ne'w 
order  of  things.7 

socket  upon  the  engine  to  indicate  that  such  engine  has  been 
granted  the  right  to  run  over  a  particular  section  of  line. 

7.  "  At  the  '  booking-office '  no  booking  is  done.  You  merely 
say,  to  an  unseen  if  not  invisible  person,  through  a  small  hole, 
4  First  (or  second)  class,  single  (or  return)'  put  down  your 
money,  receive  your  ticket,  and  depart.  But  as  there  were 
booking-offices  for  the  stage-coaches  which  used  to  run  between 
all  the  towns  and  through  nearly  all  of  the  villages  of  England, 
,the  term  had  become  fixed  in  the  minds  and  upon  the  lips  of 
this  nation  of  travelers.  So  it  was  with  the  guard  and  his 
name;  and  when  the  railway-carriage  supplanted,  or  rather 
drove  out,  the  stage-coach,  the  old  names  were  given  to  the 
new  things,  and  the  continuity  of  life  was  not  completely 
broken." — Richard  Grant  White  in  the  Atlantic. 


Trains  and  Stations.  51 


CHAPTER    III. 

EXPLANATION  OF  SOME  OF  THE  TECHNICAL 
TERMS  IN  USE  IN  CONNECTION  WITH  THE 
TRAIN  AND  STATION  SERVICE  OF  A  RAILWAY 
COMPANY. 

Ahead  of  Time.  —  When  a  train  reaches  a 
place  before  it  is  due  at  such  place,  according 
to  the  schedule  or  special  order  under  which  it 
is  running,  it  is  said  to  be  ahead  of  time ;  in 
advance  of  its  time. 

Behind  Time. — When  a  train  fails  to  reach  a 
point  at  the  time  specified  in  the  schedule  or 
special  order  under  which  it  is  operated,  it  is 
said  to  be  behind  time ;  when  a  train  is  late. 

Block  System. —  A  system  devised  for  the 
expeditious  movement  of  trains  without  jeop- 
ardizing life  or  property.  Under  the  block 
system  the  track  of  a  road  is  cut  up  into  short 
sections  of  a  few  miles  in  length  called  blocks. 
Not  more  than  one  train  is  allowed  on  a  block 
at  a  time,  except  as  noted  below.  When  a  train 
passes  off  from  a  block  the  fact  is  at  once  tele- 
graphed to  the  operator  at  the  opposite  end  of 
such  block ;  the  track  thus  becomes  free  for  the 
use  of  any  following  train.  Until  receipt  of 


52  Railway  Service : 

this  notice  no  train  is  permitted  to  enter  the 
block  without  specific  notice  in  each  instance 
that  the  block  is  already  occupied  and  that  its 
speed  must  be  governed  accordingly.  Under 
the  block  system  the  officials  of  a  train  are 
warned  and  the  train  is  itself  protected  when 
the  road  is  obstructed  by  preceding  trains. 

Brake.  —  In  railway  parlance  an  apparatus 
attached  to  engines  and  cars  for  the  purpose  of 
bringing  them  under  more  complete  control,  to 
be  used  when  occasion  requires  in  lessening 
their  speed  or  stopping  them  when  in  motion. 

"  A  piece  of  mechanism  for  retarding  or  stop- 
ping motion  by  friction,  as  of  a  carriage  or 
railway  car,  by  the  pressure  of  rubbers  against 
the  wheels." — Webster. 

The  application  of  this  power  or  friction  to 
the  wheels  is  called  "  setting  the  brakes,"  "set 
the  brakes,"  "the  brakes  are  set." 

Oars. — The  cars  employed  by  a  railroad  in 
the  conduct  of  its  business  may  be  enumerated 
as  follows,  viz  :  In  passenger  trains,  baggage, 
business,  directors,  drawing  -  room,  express, 
hotel,  mail,  milk,  officers,  palace,  passenger1 

I.  Passenger  cars  are  called  coaches  or  carriages  in  England. 
In  Europe  the  passenger  cars  are  divided  into  compartments, 
with  separate  entrances  on  each  side  of  the  car.  The  compart- 
ments of  first-class  carriages  usually  contain  seats  for  eight, 
four  on  each  side.  In  the  lower  classes  there  is  no  partition 
between  the  seats,  and  a  greater  number  of  passengers  can 
consequently  be  accommodated.  Passengers  in  different 


Trains  and  Stations.  53 

first-class,  passenger  second-class,  parlor,  pay, 
saloon,  sleeping,  and  smoking.  In  freight 
trains,  boarding,  box,  caboose,  ditching,  dump, 
flat,  freight,1  horse-boxes,  mineral,  oil,  ore, 
paint,  pile-driver,  platform,  refrigerator,  stock, 
way,  and  wrecking. 

Classes  of  Trains. — "  Regular,"  "  Extra," 
and  "Wild." 

Clearing  a  Train. — Keeping  out  of  the  way 
of  a  train.  Arriving  at  a  meeting,  or  passing 
point,  before  the  train  to  be  cleared  is  due. 
As  "  clearing  a  train  ten  minutes." 

Closed  Switch. — When  a  switch  is  "  closed  " 
the  principal,  or  main  track,  is  uninterrupted, 
continuous,  not  diverted. 

Construction  Train. — A  train  employed  exclu- 
sively in  the  transportation  of  material  belong- 
ing to,  and  used  by,  a  railroad  company  in 
connection  with  the  improvement  of  its  prop- 
erty, or  the  building  of  new  lines.  It  usually 
embraces  trains  engaged  in  hauling  ballast,  dirt, 
gravel,  stone  and  timber,  or  employed  in  remov- 
ing earth  from  ditches  and  cuts.  Trains  occu- 
pied in  the  work  last  described  are  frequently 
called  ditching  trains. 

compartments  of  first  and  second-class  cars  can  not  communi- 
cate with  each  other  (the  partitions  extending  to  the  ceiling) 
and  are  isolated  from  the  officials  in  charge  of  the  train.  The 
water-closet  to  be  found  in  all  of  our  passenger  cars  is 
unknown  abroad, 

I.  Called  wagons  in  Great  Britain. 


54  Railway  Service  : 

Extra  Train. — A  train  not  expressly  contem- 
plated or  provided  for  in  the  schedule.  It  is 
run  for  the  purpose  of  expediting  the  business 
of  the  road ;  to  accommodate  the  traffic  that 
can  not  be  hauled  in  the  regular  trains  without 
delay.  It  follows  a  regular  train  usually  of  its 
own  grade  and  possesses  the  same  schedule 
rights  as  the  train  it  is  following. 

Flying  Switch. — The  disconnecting  of  a  por- 
tion of  a  train  while  in  motion  and  just  before 
reaching  a  switch,  the  forward  part  of  such 
disconnected  train  accelerating  its  speed  to  such 
a  degree  as  to  enable  it  to  reach  and  pass  the 
switch  in  time  for  the  person  in  charge  thereof 
to  divert  the  detached  cars  that  are  following, 
to  some  other  track. 

G-rade  of  Trains. — The  grade  of  trains  varies 
upon  different  roads,  but  it  may  be  stated,  ap- 
proximately, in  order  as  follows  :  The  first  grade 
embraces  the  four  classes  of  passenger  trains, 
viz :  -express  and  through  mail,  local  mail, 
suburban,  and  accommodation.  The  second 
grade  embraces  the  three  classes  of  freight 
trains,  viz  :  live-stock,  through,  and  way.  The 
third  grade  embraces  the  wild  trains,  viz :  the 
trains  operated  under  special  or  telegraphic 
orders,  including  construction  and  wood  trains. 

Holding  a  Train. — Delaying  a  train  for  any 
reason.  A  train  may  be  held  for  orders;  until 
some  other  train  arrives;  until  a. brake  can  be 
repaired.  • 


Trains  and  Stations.  55 

Irregular  Train. — See  "wild  trains." 

Keep  off  the  Time  of  a  Train.—  A  direction  not 
to  obstruct  the  main  track  or  attempt  to  occupy 
it  when,  according  to  the  schedule,  it  rightfully 
belongs  to  another  train. 

Lost  its  Rights. — See  "  when  a  train  has  lost 
its  rights." 

Lost  Time. — The  time  that  a  train  has  lost, 
taking  the  schedule  as  a  basis.  If  a  train  is 
behind  time  it  may  be  said  to  have  "  lost  time." 

Main  Track. — The  main  track  or  tracks  of  a 
road  upon  which  its  trains  are  run. 

Making  Time. — Signifies  that  a  train  is  run- 
ning in  accordance  with  the  time  allotted  it  in 
the  schedule  ;  is  not  losing  time. 

Meeting  Point.  —  A  point  at  which  trains 
moving  in  opposite  directions  meet. 

Movement  of  Trains  by  Telegraph.  —  Tele- 
graphic orders  directing  the  movement  of  trains. 
The  manipulation  of  trains  from  a  central  office 
through  the  medium  of  orders  sent  by  telegraph. 
The  substitution  of  special  orders  for  the  fixed 
time  and  rights  allotted  trains  in  the  schedule, 
and  in  the  rules  and  regulations  appertaining 
thereto.  Directing  what  trains  shall  have  the 
right  to  the  road,  and  where  and  when  they 
shall  run  without  reference  to  the  rights  allotted 
them  in  the  schedule. 

On  Time. — Means  that  a  train  is  conforming 
exactly  to  the  time  specified  in  the  schedule ; 
in  accord  with  it. 


56  Railway  Service  : 

Open  Switcfh.  —  When  a  switch  is  "open" 
the  main  track  from  one  direction  is  connected 
with  a  subsidiary  or  collateral  track,  while 
the  main  track  from  the  opposite  direction  is 
not  connected  with  anything.  "  Open  a  switch  " 
is  to  disconnect  the  principal  track  and  connect 
one  part  of  it  with  some  other  track. 

Overshooting.  —  Running  past  a  point  as 
"overshooting  "  a  station. 

Passing  Point. — A  place  where  a  train  is 
overtaken  and  passed  by  another  train  going  in 
the  same  direction. 

Regular  Train. — A  train  specifically  named 
and  graded  in  the  schedule,  as  "  Passenger  train 
No.  3." 

Right  to  the  Road. — The  right  of  a  train  to 
proceed  on  its  course.  The  right  to  occupy  the 
main  track  at  a  particular  time  and  place,  to 
the  exclusion  of  all  other  trains  of  the  same  or 
inferior  grade.  In  the  absence  of  special  orders 
to  the  contrary,  trains  of  an  inferior  grade  are 
required  to  keep  out  of  the  way  of  trains  of  a 
superior  grade,  i.  e.  when  a  train  of  a  superior 
grade  is  due  according  to  the  schedule,  trains 
of  an  inferior  grade  must  not  occupy  the  main 
track  until  the  superior  train  has  passed. 

Rights  of  a  Train.  —  Certain  rights  that  a 
train  possesses  as  defined  by  the  schedule  and 
the  rules  and  regulations  governing  the  move- 
ment of  trains.  The  right  a  train  has  to  pro- 


Trains  and  Stations.  57 

ceed  according  to  the  time  allotted  it  in  the 
schedule,  when  it  can  do  so  without  impeding 
the  course  of  a  train  of  a  superior  grade,  or 
when  not  otherwise  ordered.  The  rights  a 
train  of  a  superior  grade  possesses  over  trains 
of  an  inferior  grade.  The  rights  under  certain 
circumstances  which  a  train  going  in  one  direc- 
tion possesses  over  trains  going  in  the  opposite 
direction,  etc. 

Running  Against  a  Train. — When  two  trains 
are  to  meet  at  a  certain  point  they  are  said 
to  be  running  against  each  other. 

Running  Time  of  Trains. —  See  "Time." 

Run  Regardless.  —  A  special  or  telegraphic 
order  to  run  a  train  regardless  of  another  speci- 
fied train  or  trains.  An  order  giving  a  train 
the  right  to  the  road  against  another  train  as 
"  You  will  run  from  Fort  Edward  to  Glens 
Falls  regardless  of  train  No.  9,  but  keeping  out 
of  the  way  of  all  other  regular  trains." 

Schedule  or  Time  Table. — The  schedule  accu- 
rately fixes  the  grade  of  each  and  every  regular 
train ;  it  provides  where  trains  shall  meet  or 
pass  each  other ;  it  fixes  the  maximum  speed 
of  trains,  and  gives  each  regular  train  a  definite 
number,  and  specifies  the  time  of  its  arrival  at 
and  departure  from  stations.1  The  rules  and 
regulations  governing  the  movement  of  trains 

I.  The  schedules  published  in  the  various  railway  guides 
are  in  form  substantially  the  same  as  those  used  by  trainmen. 


58  Railway   Service : 

properly  form  a  part  of  the  schedule,  and  with 
these  it  is  the  chart  that  in  the  absence  of  special 
or  telegraphic  orders  to  the  contrary  governs 
the  movements  of  trains. 

Semaphore. — "  An  apparatus  or  piece  of  me- 
chanism for  exhibiting  signals  to  convey  infor- 
mation from  a  distance." — Webster. 

Setting  a  /Switch. — Arranging  a  switch  so  as 
to  connect  certain  specified  tracks.  When  a 
switch  is  adjusted  so  as  not  to  disconnect  the 
main  stem,  ifc  is  said  to  be  "  set  for  the  main 
track."  The  directions  to  trainmen  and  others, 
so  often  to  be  met  with,  to  see  that  "  switches 
are  set  right,"  means  that  they  are  to  see^that 
switches  are  so  adjusted  as  not  to  disconnect 
the  main  track. 

Shunting. — The  English  term  for  switching. 

Side  Track. — A  track  varying  in  length  and 
running  parallel  with  the  main  track,  and  con- 
nected with  it  at  each  end  by  a  switch.  With 
unimportant  exceptions,  the  freight  cars  re- 
quired to  transport  the  traffic  of  railroads  are 
loaded  and  unloaded  while  standing  upon  these 
tracks ;  the  tracks  at  the  different  stations  vary 
in  number  and  length  with  the  business  that  re- 
quires accommodation.  For  the  purpose  of 
enabling  trains  to  meet  and  pass  each  other 
upon  the  road,  side  tracks  of  varying  length  are 
required  to  be  located  at  convenient  points 
along  the  line.  The  terms  familiar  to  railway 


Trains  and  Stations.  59 

men,  "  will  take  a  side  track,"  "  will  side 
track,"  means,  when  robbed  of  the  peculiar 
phraseology  in  which  they  have  been  clothed, 
that  the  train  referred  to  must  run  upon  and 
occupy  a  side  track. 

Sidings.— See  "  Side  Track." 

Signals. — Train  signals.  The  medium  by 
which  under  certain  circumstances  intelligence 
is  conveyed  quickly,  and  at  a  distance  between 
employe's  at  night  and  by  day,  through  the  me- 
dium of  the  human  senses.  The  signals  con- 
sist of  motions  of  the  arms  and  body  ;  of  explo- 
sives or  torpedoes  placed  upon  the  track ;  of 
flags  and  other  devices  of  different  colors  for 
use  during  the  day  ;  of  lamps  of  varying  color 
and  significance  for  use  at  night,  and,  finally, 
of  information  conveyed  through  the  medium 
of  the  semaphore.  Certain  letters,  figures,  and 
combinations  are  in  common  use  as  signals  upon 
telegraph  lines  for  the  purpose  of  expediting 
business. 

Slipping  the  Wheels.1 — When  the  wheels  do 
not  revolve  (the  engine  or  train  being  in 
motion)  they  are  said  to  slip. 

Special  Train. — A  train  provided  for  a  special 
purpose.  It  is  not  named  in  the  schedule,  and 
is  moved  under  the  special  orders  of  the  Super- 
intendent. A  wild  train. 

Trains  of  a  certain  character  or  grade,  like 

« 

i.     It  is  termed  "Skidding  the  Wheels"  in  Great  Britain. 


60  Railway  Service  : 

suburban  Or  way-passenger  trains,  are  desig- 
nated as  special  trains  upon  some  lines.  Upon 
still  other  roads,  what  we  have  already  classi- 
fied as  an  extra  train,  is  called  a  special  train. 

A  special  train  is  an  extra  train  in  this,  that 
it  is  operated  for  the  purpose  of  meeting  a  want 
that  the  regular  trains  do  not  adequately  pro- 
vide for. 

Spur  Track. — A  track  connected  at  one  end 
with  the  main  track ;  it  sometimes  runs  parallel 
with  the  latter,  the  same  as  a  side  track.  These 
tracks  are  constructed  for  the  purpose  of  giving 
a  company  access  to  gravel  pits,  stone  quarries, 
and  outlying  manufactories  and  business  enter- 
prises, etc. 

Station. — A  place  where  the  passenger  traffic 
of  a  railroad,  and  much  of  its  freight  traffic  as 
well,  is  received  and  discharged ;  the  depot 
and  its  immediate  vicinity.  In  the  movement 
of  trains  a  side  track  located  at  an  isolated 
point  on  the  line,  possesses,  in  many  important 
respects,  the  same  significance  as  a  station  ; 
a  place  where  trains  meet  or  pass  each  other. 

Switch. — A  mechanical  apparatus  constructed 
at  the  junction  of  two  or  more  tracks,  or  at 
points  where  one  or  more  lines  diverge  from  the 
principal  track.  It  is  operated  by  a  lever  and 
cross  bar,  and  by  its  aid  lines  diverging  from 
the  principal  track  are  connected  or  discon- 
nected at  pleasure  with  the  latter. 


Trains  and  Stations.  61 

"  To  turn  from  one  railway  track  to 
another." — Webster. 

Switching — Sometimes  called  "  Shunting  " — 
The  transfer  of  a  car  from  one  track  to  an- 
other. The  manipulation  of  cars  in  yards  and 
elsewhere.  The  arranging  and  rearranging 
of  cars  in  making  up  trains  so  as  to  get  them 
in  the  order  desired.  Tbe  arranging  of  cars 
upon  the  arrival  of  trains  at  their  destination 
or  while  en  route. 

Third  Track. — A  third  track  or  siding  placed 
between  the  main  tracks  of  a  double  track  road 
for  the  purpose  of  enabling  trains  to  pass  each 
other  with  facility  and  dispatch.  A  track 
occupied  by  trains  of  an  inferior  grade  for  the 
purpose  of  allowing  trains  of  a  superior  grade 
to  pass. 

Through  Train. — A  train  designed  to  accom- 
modate the  through  traffic  or  (in  the  case  of 
a  passenger  train)  the  traffic  between  the  large 
cities  at  which  it  stops. 

Time. — The  time  allotted  to  trains  by  the 
schedule  and  by  which  their  movements  are 
governed.  In  some  cases,  though  rarely,  spe- 
cial orders  are  given  to  trains  to  run  to  a 
specified  point  in  the  event  they  can  reach 
such  point  by  or  before  a  certain  time  named 
in  the  order. 

Time  Table. — See  "Schedule." 

Train    Dispatcher.  —  An     assistant    of    the 


62  Railway  Service  : 

Superintendent.  The  official  who  directs  the 
movement  of  trains  by  telegraph;  an  expert. 

Trains. — The  trains  operated  upon  our  vari- 
ous railroads  may  be  specified  as  follows,  viz : 
ballast,  coal,  dirt,  excursion,  freight,  gravel, 
mineral,  oil,  ore,  passenger,  pay,  stock,  stone, 
timber,  wood,  and  wrecking.1  What  are  called 
"  freight  trains  "  may  be  said  to  embrace  prac- 
tically all  the  trains  engaged  exclusively  in 
transporting  merchandise  and  other  property 
for  which  a  railway  company  receives  pay. 

Turn  a  Switch. — To  "turn  a  switch"  is  to 
disconnect  one  track  from  the  main  stem,  sub- 
stituting another  track  in  its  place. 

Turn  Out.—SQQ  "  Side  Track." 

Way  Bill. — An  itemized  account  of  property 
transported ;  a  statement  of  the  articles,  the 
amount  of  the  charges,  the  point  from  and  to, 
date,  number,  etc. 

Way  Train. — A  train  that  stops  at  the  vari- 
ous stations  and  is  occupied  in  doing  the  petty 
or  local  business  of  a  company.  An  accommo- 
dation train.  A  way  passenger  train  or  way 
freight  train  stops  at  all  regular  stations.  The 
duties  of  employe's  on  way  freight  trains  are 
multifarious  as  well  as  arduous.  In  addition  to 
the  ordinary  duties  of  trainmen  they  are  com- 
pelled to  handle  much  of  the  freight  hauled  in 

I.  In  England  a  wrecking  train    is  called    a    break  down 
van  train. 


Trains  and  Stations.  63 

their  trains.  For  instance,  a  freight  car  some- 
times contains  freight  in  small  quantities  for 
several  different  points.  It  is  the  duty  of  train- 
men to  unload  this  freight.  When  the  freight 
to  be  shipped  from  a  station  is  not  sufficient  to 
warrant  the  exclusive  use  of  a  car,  it  is  piled 
upon  the  depot  platform  to  be  loaded  by  the 
trainmen  into  some  empty  or  partially  loaded 
car.  The  engines  of  way  freight  trains  do  the 
switching  required  at  the  small  stations. 

When  a  Train  has  Lost  its  Rights. — A 
regular  train,  when  twelve  hours  behind  time, 
loses  its  right  to  the  road  against  all  regular 
trains.  It  is  no  longer  recognized  or  provided 
for  by  the  schedule.  It  ceases  to  be  a  regular 
train,  and  it  is  classed  thereafter  as  an  extra  or 
wild  train. 

A  train  may  lose  its  right  as  against  a 
particular  train  or  trains,  and  still  possess 
rights  that  are  paramount  over  those  of 
other  trains.  Upon  a  single  track  road  a 
train  of  the  highest  grade  going  in  a  certain 
direction  is  not  allowed  to  leave  a  station  where 
it  should  meet  another  train  of  its  own  grade, 
until  thirty  minutes  after  its  leaving  time. 
Thereafter  it  proceeds  on  its  course,  keeping 
thirty  minutes  behind  its  time,  and  the  oppos- 
ing train  must  keep  out  of  its  way. 

Trains  of  an  inferior  grade  cannot  pro- 
ceed until  trains  of  a  superior  grade  that  are 


64  Railway  Service  : 

due,  or  past  due,  have  arrived,  unless  the  latter 
are  twelve  or  more  hours  behind  time. 

Whistling  Post. — A  post  or  board  erected  in 
the  vicinity  of  stations  and  crossings.  A  signal 
to  the  engineman  to  sound  the  whistle  of  his 
engine. 

Wild  Train. — An  irregular  train  for  which 
no  provision  is  made  in  the  schedule.  It  is 
operated  under  orders  from  the  Superintendent, 
and  is  required  to  keep  out  of  the  way  of 
regular  and  extra  trains. 

Wood  Train. — A  train  engaged  in  hauling 
the  wood  required  by  a  railway  company  for 
its  own  use. 

Y. — A  track  of  the  general  shape  of  the  let- 
ter Y.  A  track  connecting  two  tracks  running 
at  right  angles  with  each  other.  This  track, 
or  combination  of  tracks,  affords  a  convenient 
means  of  turning  trains  or  cars. 


Trains  and  Stations.  65 


CHAPTER   IV. 

PLAN    PURSUED    IN    ARRANGING    AND   COMPIL- 
ING  THE   RULES   AND   REGULATIONS. 

The  accompanying  directions  in  reference  to 
train  and  station  service  have  been  compiled 
without  prejudice  from  the  rules  and  regula- 
tions in  force  to-day  upon  some  twenty  of  the 
greatest,  most  thoroughly  organized,  and  best 
managed  roads  upon  this  continent.  The 
workings  of  all  the  principal  roads  of  Great 
Britain  have  also  been  studied,  and  such  of 
their  rules  and  regulations  as  were  thought 
applicable  to  our  system  of  management  have 
been  embodied  herein.  In  many  cases  where 
their  regulations  were  not  directly  or  wholly 
applicable,  they  have  nevertheless  been  inserted 
as  foot-notes  for  the  purpose  of  illustrating 
their  theory  and  its  peculiarities,  and  for  the 
valuable  information  and  instruction  they  afford. 

In  compiling  these  instructions,  it  has  been 
necessary  in  many  instances  to  decide  between 
conflicting  rules.  In  such  cases  preference  has 
been  given  to  those  that  seemed  under  all  the 
circumstances  of  the  case  to  be  the  most  feasi- 
ble, or  that  possessed  the  greatest  practical 
5 


66  Railway  Service : 

value  in  the  economy  of  railway  manage- 
ment. 

The  object  of  the  compiler  has  been  to  form 
from  the  regulations  now  in  force  upon  various 
lines  a  more  perfect  code  of  rules.  It  is  doubt- 
less true  that  this  object  has  only  been  partially 
attained. 

The  compilation  has  not  been  made  with  the 
view  or  expectation  of  its  adoption  by  any 
particular  company.  However,  wherever  the 
rules  are  applicable  or  valuable  to  railway  man- 
agers, either  wholly  or  in  part,  they  will  in 
time  undoubtedly  be  accepted ;  where  they  are 
not  applicable,  or  best,  they  ought  not  to  be 
adopted,  and  will  not  be. 

While  it  has  been  the  aim  of  the  writer  to 
make  the  regulations  embodied  herein  practi- 
cable upon  any  of  our  lines,  it  is  nevertheless 
true  that  many  rules  that  are  imperative  upon 
one  line  possess  no  relevancy  elsewhere,  or, 
more  properly  speaking,  they  are,  under  ordi- 
nary circumstances,  unnecessary.  The  double 
track  road,  for  instance,  does  not  require  rules 
so  elaborate  as  those  governing  the  use  of  a 
single  track,  still  it  is  necessary  to  provide  rules 
sufficiently  comprehensive  so  that  in  the  event 
any  accident  restricts  a  company  to  the  use  of 
one  track  the  safety  of  trains  will  not  be  endan- 
gered nor  the  business  of  the  road  impeded. 

The  company  that  can,  without  inconvenienc- 


Trains  and  Stations.  67 

ing  the  public,  allow  twenty  minutes  between 
its  trains,  will  possess  rules  that,  while  they  are 
wise  in  their  application  by  that  particular  com- 
pany, would  be  cumbersome  and  impracticable 
upon  a  line  where  the  business  required  that 
trains  should  arrive  and  depart  every  five  min- 
utes, as  is  the  case  upon  certain  English  roads 
during  particular  portions  of  the  day. 

The  main  purpose  of  the  compiler  in  prepar- 
ing these  instructions  has  been  to  place  within 
the  reach  of  railway  men,  of  every  grade  and 
occupation,  facilities  for  acquiring  accurate 
knowledge  of  the  extent  and  scope  of  the 
duties  and  responsibilities  of  train  and  station 
men  under  the  system  of  manipulating  trains 
generally  prevalent  in  the  United  States. 

An  examination  of  the  rules  and  regulations 
of  the  best  managed  companies  makes  it  appa- 
rent that  many  seemingly  trivial  but  really 
important  things  that  employes  should  possess 
accurate  knowledge  of  are  no  where  mentioned  ; 
it  being  accepted  as  a  matter  of  course  that  the 
employes  possess  the  desired  knowledge.  And 
it  is  doubtless  true  that  those  familiar  by  long 
experience  with  the  practical  working  of  trains 
do  possess  this  knowledge,  but  the  novice  or 
student  finds  the  omissions  of  a  character  not 
to  be  overcome  except  by  long  experience  or 
diligent  and  protracted  inquiry,  which  but  few 
of  them  are  able  to  prosecute  successfully.  The 


68  Railway   Service : 

writer  has  therefore  introduced  new  rules  and 
explanations  wherever  he  believed  they  would 
tend  to  a  clearer  understanding  of  the  subject. 
And  in  reference  to  the  construction  of  the  old 
rules  adopted  by  him,  he  has  not  hesitated  to 
alter  or  amend  their  purport  or  phraseology 
wherever  he  believed  greater  efficiency  or  clear- 
ness could  be  secured  by  such  alteration  or 
amendment ;  the  object  being  so  far  as  possible 
to  frame  a  code  of  rules  sufficiently  comprehen- 
sive to  cover  great  enterprises  as  well  as  com- 
paratively unimportant  or  partially  completed 
ones.1 

I.  The  more  minute  rules  and  regulations  of  the  block  sys- 
tem having  no  general  significance  in  the  United  States,  and 
not  being  likely  to  have  for  many  years  to  come,  have  not 
been  embodied  herein. 


Trains  and  Stations.  69 


CHAPTER  V. 


SIGNALS    REQUIRED   BY    RAILWAY   COMPANIES. 

Flags  of  the  proper  color  must  be  used  as 
signals  by  day,  and  lamps  of  the  proper  color 
must  be  used  at  night  or  in  foggy  weather. 

"  Signal  lamps  must  be  lighted  as  soon  as  it 
commences  to  be  dusk,  and,  during  the  interval 
between  daylight  and  dark,  both  day  and  night 
signals  must  be  used."1 

Hand-lamps  and  hand-flags,  when  used  as 
signals,  must  always  be  held  in  the  hand,  and 
not  placed  upon,  or  stuck  into,  the  ground. 

Red  signifies  danger,  and  is  a  signal  to  stop. 
It  must  never  be  used  as  a  caution  signal. 

Green  signifies  caution,  and  is  a  signal  to  go 
slowly.2 

In  the  absence  of  a  green  light,  a  white  light 
waved  slowly,  from  side  to  side,  must  be  used  ; 
it  denotes  danger, — Stop. 

1.  English  Clearing  House  Standard. 

2.  Out  of  fifteen  American  roads  examined,  eight  of  them  do 
not  use  green  as  a  signal.     Upon  one  road  it  indicates,  when 
carried  upon  engines,  that  another   engine  is  following,  and 
that  such  engine  possesses  all  the  rights  of  the  engine  carrying 
the  signal.     Upon    another   line    it  indicates  that  an   engine 
or   train  is   following,    but    that    it  possesses  no  rights,   and 
will  keep  out  of  the  way.     Upon  another   road  it   indicates, 
when  carried  upon  an  engine,  that  such  engine  or  train  is  wild 


70  Railway  Service  : 

White  signifies  safety,  and  is  a  signal  to  go 
on.1 

Green  and  white  is  a  signal  to  be  used  to  stop 
trains  at  signal  stations.2 

Blue  is  a  signal  to  be  used  by  car  inspectors. 

A  lantern  swung  across  the  track,  a  flag,  hat 
or  other  object  of  any  kind,  waved  violently 
on  the  track,  signifies  danger,  and  is  a  signal  to 
stop. 

An  exploding  cap  or  torpedo  clamped  to  the 
top  of  the  rail,  is  an  extra  danger  signal,  to  be 
used  in  addition  to  the  regular  signals  at  night, 
in  foggy  weather,  and  in  cases  of  accident  or 
emergency,  when  other  signals  cannot  be  dis- 
tinctly seen  or  relied  upon.3 

or  irregular.  Upon  another  line  it  indicates  that  the  telegraph 
line  is  out  of  order.  Upon  another  line  it  indicates,  when 
carried  upon  the  rear  car,  that  the  train  is  a  regular  train. 
Upon  another  line  it  is  used  at  telegraph  stations  to  stop  trains 
for  orders.  Upon  another  line  when  displayed  at  a  switch  it 
indicates  that  such  switch  is  set  for  the  main  track. 

1.  "  At  some  large  stations,  where  there  are  lamps  showing 
white  lights  for  other  purposes  than  signaling,  which  come  in 
the  line  of  the  signals,  a  green  light  is  substituted  for  a  white 
light  on  the  signal  post ;  but  in  all  such  cases  trains  are  to 
approach  and  pass  through  such  stations   with   caution." — G. 

W.  Ry.,  England. 

2.  When  a  train  does  not  stop  at  a  station,  unless  signaled, 
such  station  becomes  a  signal  station,  so  far  as  that   particu- 
lar train  is  concerned,  but  generally   speaking,  we  understand 
a  signal  station  to  mean  a  small  and  unimportant  place  where 
trains  do  not  stop  unless  signaled. 

3  "Every  guard,  signalman,  engine-driver,  gateman,  fore- 
man of  work,  and  ganger  of  platelayers,  will  be  provided  with 
packets  of  detonators,  which  they  are  always  to  have  ready 
for  use  while  on  duty,  and  every  person  in  charge  of  a  station 
must  keep  a  supply  of  these  signals  in  a  suitable  place,  known 


Trains  and  Stations.  71 

The  explosion  of  one  of  these  signals  is  a 
warning  to  stop  the  train  immediately.  If  the 
first  explosion  is  followed  immediately  by  a 
second,  the  speed  of  the  train  need  only  be 
slackened,  but  a  sharp  look-out  must  be  kept  for 
the  regular  danger  signals.  Should  a  third 
torpedo  be  exploded  at  the  regulation  distance 
(600  yards)  from  the  first  two,  the  train  must 
be  stopped  at  once.1 

A  fusee  must  be  used  as  an  extra  caution, 
signal.  It  must  be  lighted  and  thrown  on  the 
track  at  frequent  intervals,  by  the  flagman  of 
passenger  trains  at  night,  or  in  foggy  weather, 

by,  and  easy  of  access  at  all  times  to,  every  person  connected 
with  the  station.  All  the  persons  above  named  will  be  held 
responsible  for  keeping  up  the  proper  supply  of  detonators. 
These  signals  must  be  placed  on  the  rail  (label  upwards)  by 
bending  the  clasp  round  the  upper  flange  of  the  rail  to  pre- 
vent their  falling  off.  When  an  engine  passes  over  a  detona- 
tor it  explodes  with  a  loud  report,  and  the  engine-driver  must 
instantly  shut  off  steam,  and  bring  his  engine  to  a  stand,  and 
then  proceed  cautiously  to  the  place  of  obstruction,  or  until 
he  receives  an  "all  right"  signal.  Detonators  must  be 
carefully  handled,  as  they  are  liable  to  explode  if  roughly 
treated.  It  is  necessary  to  keep  them  well  protected  from 
damp.  At  intervals  of  not  more  than  two  months,  one  from 
each  person's  stock  must  be  tested,  to  insure  that  they  are  in 
good  condition." — Eng.  Standard. 

i.  Exposure  to  rain  or  wet  for  thirty  minutes  destroys  or  im- 
pairs the  explosive  qualities  of  torpedoes,  and,  in  such  cases, 
too  much  reliance  should  not  be  placed  upon  them. 

"  When  in  snowy  weather  there  is  any  probability  of  the 
detonators  being  swept  from  the  rails  by  the  brooms  attached 
to  the  gu  ird-irons  of  the  engines,  these  signals  must  not  be 
depended  on  alone.  The  guard  must  not  rejoin  his  train,  even 
though  it  may  be  able  to  proceed,  unless  some  qualified  ser- 
vant of  the  company  can  be  found." — Gt.  Nor.  Ry.  Eng. 

The  regulations  of  the  Great  Northern  Ry.  of  Eng.  referred 
to  in  this  book,  were  issued  in  1856. 


72  Railway  Service  : 

whenever  the  train  is  not  making  schedule 
speed. 

A  train  finding  a  fusee  burning  upon  the 
track,  must  stop,  and  not  proceed  until  it  is 
burned  out. 

A  semaphore  arm  extended  in  horizontal  po- 
sition by  day,  or  a  red  light  by  night,  signifies 
danger,1  and  trains  must  come  to  a  full  stop, 
and  not  proceed  until  the  signal  has  been 
changed  by  the  man  in  charge,  so  as  to  indicate 
thac  all  is  right.  When  the  line  is  clear  and 
free  for  the  passage  of  trains,  the  arm  will  not 
be  seen  by  day,2  and  by  night  a  white  light 
will  indicate  that  all  is  right  for  trains  to  pro- 
ceed. During  storms,  or  in  foggy  weather, 
great  caution  must  be  observed.  If  semaphore 
arm  or  signal  lights  can  not  be  plainly  seen, 
trains  must  be  brought  to  a  full  stop,  and  not 
be  allowed  to  proceed  until  all  is  known  to  be 
right. 

Red  signals  must  be  used  by  telegraph  opera- 
tors and  others  where  the  order  to  stop  a  train 
is  imperative. 

TRAIN   SIGNALS. 

Each  train,  or  engine  without  a  train,  while 
running  after  sunset,  or  during  the  day  in 

1.  "  The  danger  signal  is  shown  by  the  arm  on  the  left  hand 
side  of  the  semaphore  post  standing  out  from  the  post." — Great 

Western  Railway,  England. 

2.  "The  'all  right'  signal  is  shown  by  the  arm  hanging 
down  to  the  side  of  the  post." — Great   Western  Rail-way,  Eng. 


Trains  and  Stations.  73 

foggy  weather,  must  display  the  white  head- 
light in  front  of  the  engine.1 

Head-lights  upon  engines  must  be  kept  in 
good  order,  and  always  lighted  when  running 
after  dark,  but  they  must  be  covered  when 
waiting  on  turnouts  clear  of  the  main  track. 

Each  passenger  train,  and  each  through 
freight  train,  while  running,  must  have  a  bell- 
cord  attached  to  the  signal  bell  of  the  engine, 
passing  through  or  over  the  entire  length  of  the 
train,  and  secured  to  its  rear  end. 

Each  train  while  running  must  display  two 
red  flags  at  the  rear  by  day.  Passenger  trains 
running  at  night,  or  in  foggy  weather,  must 
have  two  large  red  lights  on  the  rear  platform. 
Freight  and  working  trains  running  at  night,  or 
in  foggy  weather,  must  have  three  red  lights  at 
rear  of  the  train,  one  being  placed  on  each  side 
of  the  rear  car,  near  the  top,  and  the  other  on 
the  rear  platform  of  rear  car,  or  in  the  cupola, 
if  the  car  is  built  with  one.2 

Engines,  if  alone,  running  at  night  or  in  fog- 
gy weather,  must  carry  one  red  light  on  rear  of 
tender. 

1.  "  The  engines  carry  a  white  light  in  front  of  the  passenger 
trains,  and  a  green  light  in  front  of  the  goods,  cattle,  mineral, 
and  ballast  trains,    but   north    of  Doncaster    they  carry   two 
white  or  two  green  lights,  to  distinguish  between  goods  and 
passenger  trains." — Great  Western  Railway,  England, 

2.  "  Every  train  traveling   on  the  line  must  have  a  signal 
lamp  attached  to  the  last  vehicle,  by  day  as  well  as  by  night, 
except  when  assisted  by  an  engine  in  the  rear,  when  such  en- 
gine must  carry  the  signal." — Foreign  Road. 


74  Railway  Service  : 

A  red  lantern  must  be  kept  lighted  and  ready 
for  use  at  night  or  in  foggy  weather  in  the  rear 
car  of  trains,  also  upon  engines. 

All  side  lights  must  be  covered  and  the  cyl- 
inder cocks  of  engines  must  be  closed  when 
trains  are  waiting  on  turnouts,  clear  of  the  main 
track. 

Should  an  engineman  observe  a  train  or  engine 
at  a  stand,  on  the  opposite  line  to  that  on  which 
he  is  traveling,  obscured  by  steam  or  smoke,  he 
must  sound  his  whistle  and  approach  it  very 
cautiously,  so  as  to  be  able  to  stop  if  necessary. 

Two  green  flags  by  day,  and  two  green  lights 
at  night,  carried  in  front  of  an  engine,  denote 
that  the  engine  or  train  is  followed  by  another 
engine  or  train,  running  on  the  same  schedule 
time.1 

The  engine  or  train  thus  signaled  is  entitled 
to  the  same  schedule  rights  and  privileges  as  the 
engine  or  train  carrying  the  signals.2 

Two  white  flags  by  day,  and  two  white  lights 
at  night,  when  carried  in  front  of  an  engine, 
indicate  that  the  engine  or  train  is  wild,  but 

1.  A  wild  train  or  a  train  operated  under  telegraphic  orders, 
is  not  allowed  under  any  circumstances  to  carry  signals  for  a 
following  train. 

2.  "  A  special  train  to  follow  is  indicated  by  the  preceding 
train  carrying  on  the  last  vehicle  a  red  board  or  a  red  flag  by 
day,  and  an  additional  red  tail  lamp  by  night,  but  as  special 
trains  or  engines  have  frequently  to  be  run  without  previous 
notice  of  any  kind,  it  is  necessary  for  the  staff  along  the  line  to 
be  at  all  times  prepared  for  such  extra  trains  or  engines." — 

.  Standard, 


Trains  and  Stations.  75 

the  order  for  wild  trains  to  carry  such  signals 
is  not  imperative. 

A  yellow  flag  or  lantern  carried  in  front  of  an 
engine  denotes  that  the  telegraph  line  is  out  of 
order,  and  the  track  men  of  the  various  sec- 
tions of  road  over  which  this  signal  is  carried 
must  at  once  examine  the  telegraph  lines,  for 
the  whole  length  of  their  several  sections,  care- 
fully and  promptly  repairing  any  defects  they 
may  discover. 

A  blue  flag  by  day,  and  a  blue  light  at  night, 
placed  in  the  drawhead,  or  on  the  platform  or 
step  of  a  car,  or  upon  the  track,  at  the  end  of 
a  train  or  car,  denotes  that  car-repairmen  are  at 
work  underneath  the  said  car  or  cars.  The  car 
or  train  thus  protected  must  not  be  disturbed 
until  the  blue  signal  is  removed  by  the  car-re- 
pairmen. 

ENGINEMEN'S  SIGNALS. 

One  short  blast  of  the  whistle  is  a  signal  to 
apply  the  brakes — stop  ! 

A  blast  of  the  whistle,  of  five  seconds'  dura- 
tion, is  a  signal  for  approaching  stations,  cross- 
ings and  drawbridges. 

Two  long  blasts  of  the  whistle  is  a  signal  to 
loosen  the  brakes. 

Two  short  blasts  of  the  whistle  when  run- 
ning, is  an  answer  to  the  signal  of  conductor 
to  stop  at  the  next  station. 


76  Railway   Service : 

Three  short  blasts  of  the  whistle  when  stand- 
ing, is  a  signal  that  the  engine  or  train  will  back. 

Three  short  blasts  of  the  whistle  when  run- 
ning, is  a  signal  to  be  given  by  trains,  when 
carrying  signals  for  a  following  train,  to  call  the 
attention  of  trains  they  meet  or  pass,  to  the 
signals. 

Four  long  blasts  of  the  whistle  is  a  signal  to 
the  signalman  to  return  to  the  train. 

Four  short  blasts  of  the  whistle  is  the  engine- 
man's  call  for  signals  at  signal  boxes,  switches, 
drawbridges  and  elsewhere. 

Five  short  blasts  of  the  whistle  is  a  call  for 
signals  to  be  sent  out  to  protect  the  train. 

Six  distinct  blasts  of  the  whistle  is  a  signal 
to  switchman  to  open  the  switch  so  that  the 
engine  or  train  may  occupy  the  side  track. 

A  succession  of  short  blasts  of  the  whistle  is 
an  alarm  for  live  stock,  or  for  persons  walking 
or  standing  upon  the  track ;  it  is  a  signal  to 
trainmen  of  danger  ahead. 

CONDUCTORS'  SIGNALS  BY  BELL  CORD. 

One  stroke  of  the  signal  bell  when  the  en- 
gine is  standing,  is  a  notice  to  start. 

One  stroke  of  the  signal  bell  when  the  en- 
gine is  running,  is  a  notice  to  stop  at  once.  *  If, 

I.  "  Every  guard,  when  traveling,  must  keep  a  good  look-out, 
and  should  he  see  any  reason  to  apprehend  danger,  he  must 
use  his  best  endeavors  to  give  notice  thereof  to  the  engine- 
driver.  Should  a  guard  wish  to  attract  the  attention  of  the 
engine-driver,  he  must,  in  addition  to  using  the  communica- 
tion, where  such  exist",  apply  his  brake  sharply  and  release  it 


Trains  and  Stations.  77 

after  the  stroke  has  been  given,  and  before  the 
train  stops,  it  is  found  to  be  unnecessary  to 
stop  the  train,  two  strokes  will  be  a  signal  to 
the  engineman  that  he  may  go  on. 

Two  strokes  of  the  signal  bell  when  the  en- 
gine is  standing,  is  a  ntftice  to  call  in  the  signal- 
man. 

Three  strokes  of  the  signal  bell  when  the  en- 
gine is  standing,  is  a  notice  to  back  the  train. 

Three  strokes  of  the  signal  bell  when  the 
engine  is  running,  is  a  notice  to  stop  at  the 
next  station. 

SIGNALS   BY   HAND. 

The  hand  moved  above  the  head  is  a  signal 
to  go  ahead. 

If  waved  across  the  body  below  the  head,  it 
is  a  danger  signal  or  a  signal  to  stop.1 

suddenly.  This  operation  repeated  several  times  is  almost 
certain,  from  the  check  it  occasions,  to  attract  the  notice  of 
the  engine-driver,  to  whom  the  necessary  "caution"  or  "dan- 
ger" signal,  as  the  case  may  require,  must  be  exhibited." — 
Eng.  Standard. 

i.  "The  danger  signal  'to  stop*  is 
shown  by  a  red  flag,  or,  in  the  absence 
of  the  flag,  by  both  arms  held  up, 
thus 


"'Caution,'  'to  slacken' is  shown  *  *  * 
by  one  arm  being  held  up." 

'"All  Right'  is  shown  *  *  *  by  hold- 
ing the  right  arm  in  a  horizontal  position 
pointing  across  the  line  of  rails." — Gt . 
Nor,  Ry.  Rng. 


78  Railway  Service  : 

The  two  arms  extended  widely  and  horizon- 
tally, is  a  signal  to  back  the  train. 

If  both  arms  are  thrown  up  above  the  head 
(touching  the  hands  together),  then  thrown 
down  by  the  side,  it  is  a  signal  that  the  train  is 
broken  apart. 

A  light  swung  through  a  vertical  arc  (over 
the  head)  is  a  signal  to  go  ahead. 

When  swung  horizontally  across  the  track  it 
is  a  signal  to  stop. 

When  raised  and  lowered  vertically  it  is  a 
signal  to  back  the  train. 

When  whirled  round  and  round,  vertically 
across  the  train,  it  is  a  signal  that  the  train  is 
broken  apart. 

REGULATIONS  GOVERNING  THE  USE  OF  SIGNALS. 

When  upon  duty  each  trainman  must  carry 
three  torpedoes  in  his  pocket.  Passenger  trains 
must  also  be  provided  with  fusees  for  use  as 
directed. 

Unnecessary  sounding  the  whistle  is  pro- 
hibited, as  its  excessive  use  impairs  its  value 
as  a  signal  of  danger. 

The  whistle  must  not  be  used  as  a  signal  for 
the  stopping  of  a  train,  except  in  case  of  dan- 
ger, if  it  can  be  avoided.  It  must  never  be 
used  as  the  signal  for  starting  a  passenger  train. 

When  shifting  or  moving  in  yards  and  at  sta- 
tions, the  engine  bell  should  be  rung,  but  the 


Trains  and  Stations.  79 

whistle  must  only  be  used  in  cases  of  absolute 
necessity. 

The  whistle  must  not  be  sounded  while  pass- 
ing a  passenger  train,  except  in  cases  of  emer- 
gency or  danger. 

The  engine  bell  must  always  be  rung  before 
starting  an  engine  or  train. 

When  passing  or  meeting  trains  on  main 
track  or  sidings,  and  when  passing  through  tun- 
nels, or  through  the  streets  of  cities,  towns  and 
villages,  the  engine  bell  must  be  rung. 

The  engine  bell  must  be  rung  from  a  point 
one-eighth  of  a  mile  from  every  road-crossing, 
until  the  road-crossing  is  passed,  and  the  whistle 
must  be  sounded  at  all  road-crossings  at  grade, 
where  whistling  posts  are  placed. 

One  stroke  of  the  signal  bell  while  the  train 
is  running  will  be  regarded  as  a  warning  that 
the  train  may  have  parted,  and  enginemen  will 
immediately  look  back  and  ascertain  if  such  is 
the  case. 

When  two  or  more  engines  are  coupled  in  a 
train  carrying  signals  for  a  following  train, 
each  engine  must  carry  signals. 

When  one  flag  or  light  (signal)  is  carried  in 
front  of  an  engine,  it  must  be  regarded  the 
same  as  if  two  were  displayed,  but  enginemen 
will  be  held  responsible  for  the  proper  display 
of  all  the  signals  required  by  the  rules. 

The  combined  green  and  white  signal  is  to 


80  Railway  Service : 

be  used  only  to  stop  trains  at  the  signal  stations 
designated  on  the  schedule.  When  it  is  neces- 
sary to  stop  a  train  at  a  point  that  is  not  a 
signal  station  for  that  train,  a  red  signal  must 
be  used. 

Switch  signals  will  be  arranged  so  as  to  show 
white  when  the  switch  is  set  for  the  main  track, 
and  red  when  set  for  the  siding,  crossing,  or 
junction. 

All  trainmen,  stationmen,  switchmen,  watch- 
men, signalmen,  operators,  track  foremen  and 
others  whose  duties  at  any  time  require  them 
to  use  signals  must  provide  themselves  with 
such  signals,  and  keep  them  on  hand,  in  good 
order,  ready  for  immediate  use. 


Trains  and  Stations.  81 


CHAPTER  VI. 

CLASSES   AND   GRADES   OF   TRAINS. 

There  are  three  classes  of  trains — regular, 
extra,  and  wild. 

Regular  trains  are  those  that  are  specifically 
enumerated  on  the  time  table. 

Extra  trains  are  those  that  are  following 
regular  trains  under  signals  ;  they  possess  all  the 
rights  of  regular  trains. 

Wild  trains  embrace  all  other  classes,  includ- 
ing those  running  under  special  orders  or  other- 
wise. They  are  sometimes  called  irregular 
or  special  trains. 

While  the  grade  of  trains  will  vary  upon 
different  roads,1  their  importance  may  be  stated 
generally  in  the  following  order  : 

Passenger :  —  Express,  mail,  accommodation, 
and  way. 

Freight:  —  Stock,  through,  and  way. 

Construction  and  wood  trains. 

All  trains  will  be  graded  on  the  schedule  in 
the  order  of  their  preference.  A  train  of  an 
inferior  grade  must,  in  all  cases,  keep  out  of  the 
way  of  a  train  of  a  superior  grade. 

I.  There  are  usually  only  two  grades,  viz.:  Passenger 
and  freight. 

6 


82  Railway  Service : 


EIGHTS   OF  TRAINS. 

Trains  going  west  have  the  right  of  track 
over  trains  of  the  same  or  inferior  grade  going 
east  for  thirty  minutes  beyond  their  schedule 
time,  after  which  they  lose  their  rights  -against 
eastward  bound  trains  of  the  same  or  superior 
grade,  and  must  thereafter  keep  out  of  the  way. 
Trains  going  west  will  at  a  meeting  station  wait 
five  minutes  for  the  expected  train,  and  will 
then  proceed,  keeping  five  minutes  behind 
schedule  time  until  the  train  is  met,  except 
that  trains  of  a  superior  grade  will  not  wait  for 
trains  of  an  inferior  grade.  The  five  minutes 
is  allowed  for  possible  variation  in  watches,  and 
must  not  be  used  by  either  train.1 

i.  This  rule  is,  of  course,  intended  for  a  single  track  road, 
and  is  based  on  the  supposition  that  the  trains  going  west  have 
the  right  of  road.  It  may  be  made  to  read  in  any  other  direc- 
tion desired.  According  to  this  rule,  if  the  train  going  west  was 
delayed  thirty  minutes,  the  train  going  east  would  wait  that 
length  of  time  at  the  meeting  point,  after  which  it  would  pro- 
ceed on  its  way,  keeping,  however,  thirty  minutes  behind  its 
schedule  time,  until  the  delayed  train  was  met.  The  time 
which  trains  must  wait  varies  upon  different  roads,  and  some- 
times upon  different  divisions  of  the  same  road  ;  thus  upon 
one  division  they  will  wait  thirty  minutes,  while  upon  a  neigh- 
boring division  they  will  be  required  to  wait  an  hour. 

In  the  event  a  company  owning  a  double  track  road, 
should,  for  any  reason,  be  compelled  to  restrict  itself  to  the 
use  of  one  track,  trains  in  one  direction  should  have  the  right 
of  track  over  trains  in  an  opposite  direction,  the  same  as  pro- 
vided for  single  track  roads.  In  other  words,  all  the  peculiar- 
ities of  operating  trains  upon  a  single  track  road  would  be  en- 
forced. In  England,  special  provision  is  made  for  operating  a 
single  track  in  case  of  a  break,  the  trains  are  conducted  over 
the  line  under  the  immediate  direction  of  a  pilot  guard,  and 


Trains  and  Stations.  83 

Should  a  train  having  the  right  to  the  road 
be  directed  not  to  leave  a  station  until  a  speci- 
fied time,  unless  another  train  has  arrived,  the 
train  so  held  will  wait  the  usual  five  minutes 
for  possible  variation  of  watches  before  pro- 
ceeding, if  the  train  does  not  arrive  by  the  time 
specified. 

When  a  train  has  orders  to  run  regardless  of 

no  train  is  allowed  to  pass  over  the  track  unless  the  pilot  is 
personally  present  on  such  train  ;  or  if  there  are  two  or  more 
trains  following,  he  accompanies  the  last,  the  forward  trains 
carrying  his  order  to  proceed.  This  order  they  deliver  to  the 
agent  at  the  end  of  the  single  line. 

Upon  many  roads  trains  are  ordered  to  leave  the  starting 
point  on  time,  whether  trains  of  the  same  or  inferior  grade  that 
are  due  or  past  due  have  arrived  or  not.  In  such  cases  delayed 
trains  are  instructed  to  keep  out  of  the  way  without  reference 
to  the  3O-minute  rule. 

"  Trains  of  a  class  will  start  on  their  time  from  each  end  of 
the  road,  although  a  train  may  be  due  from  the  opposite  direc- 
tion. All  westward  bound  trains  (trains  from  Blank)  have  the 
right  to  the  road  against  all  eastward  bound  trains,  for  one 
hour  after  their  own  time,  at  any  station,  per  table.  After  that 
hour  the  right  to  the  road  belongs  to  the  eastward  trains  ;  but 
no  eastward  train  must  leave  any  station  (until  the  westward 
train,  which  was  the  cause  of  the  delay,  has  been  passed)  for 
not  less  than  one  hour  after  its  own  time,  per  table.  After 
passing  the  delayed  train,  it  can  make  up  what  time  it  can 
safely.  It  must  be  clearly  understood  that  this  eastward 
train  which,  after  an  hour's  delay,  is  entitled  to  the  road,  has 
not  acquired  this  right  against  any  other  train  than  the  one 
which  was  the  cause  of  the  delay.  This  rule  is  not  intended  to 
give  any  rights  to  a  train  of  an  inferior  class  against  a  train 
of  a  superior  class  ;  but  it  is  only  to  affect  the  trains  of  the 
same  class  in  regard  to  each  other." 

"  Westward  bound  trains  of  the  same  class  are  entitled  to 
the  main  track  at  the  turnouts,  but  will  take  the  side-track 
when  arriving  in  time  to  do  so,  if  it  is  krown  that  a  train  has 
to  be  passed  at  such  station,  except  at  side-tracks  having  but 
one  opening,  when  the  train  will  enter  which  can  do  so  head 
first." — Regulations  Illinois  Road,  1853. 


84  Railway  Service : 

a  specified  train,  it  gives  the  train  under  such 
orders  no  rights  over  any  other  train. 

Special  orders  for  moving  trains  are  for  the 
persons  to  whom  they  are  directed,  and  other 
persons  must  not  use  such  orders  as  authority 
for  moving  their  trains. 

Upon  a  single  track  road,  when  a  train  is 
twelve  hours  or  more  behind  its  time,  as  per 
schedule,  it  thereby  loses  all  its  rights  to  the 
road  against  all  kinds  of  trains,  and  can  after- 
wards only  proceed  as  an  extra  or  wild  train  by 
special  orders.1 

In  case  of  accident  to  the  engine  of  a  train 
of  superior  grade,  the  conductor  of  such  train 
may  take  the  engine  from  the  train  of  an  infe- 
rior grade,  and  proceed  to  destination,  reporting 
the  fact  from  the  next  telegraph  station. 

i  Until,  therefore,  a  regular  train  is  twelve  hours  or  more  late 
it  is  only  necessary  for  it,  as  it  proceeds,  to  keep  off  the  time 
of  regular  trains,  of  the  same  or  superior  grade  ;  until  the  ex- 
piration of  the  time  stated,  wild  trains  must  keep  out  of  its 
way.  Upon  many  lines  a  train  does  not  lose  its  rights  under 
the  regulations  of  the  schedule  until  it  is  24  hours  or  more  be- 
hind time. 


Trains  and  Stations.  85 


HOW  TO  PROTECT  TRAINS  WHEN  STANDING 
UPON  THE  MAIN  TRACK,  OR  WHEN  THE  TRACK 
IS  OBSTRUCTED.  RULE  L1 

a.  When  an  accident  occurs  to  a  train,  and 
the  road  is  thereby  obstructed,  danger  signals 
must  be  sent  in  both  directions  from  the  ob- 
struction to  stop  any  trains  or  engines  which 
may  be  approaching.2  At  a  point  six  hundred 
yards  (paces)  from  the  train,  one  torpedo  must 
be  placed  on  the  rail.  At  a  point  twelve  hun- 
dred yards  (paces)  from  the  train,  two  tor- 
pedoes must  be  placed  on  the  rail,  three  yards 
(paces)  apart.  The  signalmen  will  then  return 
to  a  point  nine  hundred  yards  (paces)  from  the 
train,  and  must  remain  there  until  recalled  by 
the  whistle  of  the  engine,  but  if  a  passenger 
train  is  due,  the  signalmen  in  the  direction  of 
such  passenger  train  must  remain  until  it 
arrives.  When  recalled,  signalmen  will  remove 

1  Frequent  reference  is  made  to  rule   "L"   as  we  proceed 
in  connection  with  the  duty  conductors  and  others  are  under 
of  protecting  trains  against  the  possibility  of  accident  when- 
ever,  from  any   cause,    trains  are  compelled    to  occupy    the 
main  track  beyond  the  time  allotted  them,  or  when,  from  any 
other  cause,  the  track  is  obstructed. 

Many  of  the  rules  and  regulations  necessary  to  the  pro- 
tection of  trains  on  an  ordinary  double  track  road  are  em- 
bodied farther  on  under  the  head  of  "Directions  applicable 
only  to  double  track  lines." 

2  Upon  a  single  track  road,  in  the  event  there  is  no  train 
due  coming  from  the  opposite  direction,  it  seems  unnecessary 
that  the  signals  should  be  sent   in  advance  of  a  regular  train 
unless  it  is  over  twelve  hours  late. 


86  Railway  Service : 

the  torpedoes  nearest  the  train,  but  the  tor- 
pedoes located  three  yards  apart  must  be  left 
on  the  rail  as  a  signal  of  caution  to  approaching 
trains.  As  the  delayed  train  moves  on,  the 
torpedoes  in  advance  of  such  moving  train 
should  be  removed  from  the  rail.  Upon  double 
track  roads  it  will  not  be  necessary  to  send  the 
signals  in  advance  unless  the  opposite  track  is 
also  obstructed.  When  it  is  necessary  to  send 
the  signals  in  advance,  the  fireman  must 
perform  such  duty,  and  if,  from  any  cause,  he  is 
unable  to  go  forward  promptly,  the  front 
brakeman  must  be  sent  in  his  place.1  When  it 
is  necessary  for  the  rear  brakeman  to  go  back 
to  protect  a  train,  the  next  brakeman  must 
immediately  take  his  place  on  the  train  and 
remain  there  until  relieved  by  the  rear  brake- 
man.  On  passenger  trains,  th'e  baggageman 
shall  take  the  place  of  the  forward  brakeman 
whenever  necessary.3 

1.  Upon  passenger  trains  this  duty  can  very  well  be  per- 
formed by  the  forward  brakeman,  there  being  still  one  man 
left  upon  the  train  to  act  as  brakeman,  viz  :   the  baggageman, 
but  upon  freight  trains  the  absence  of  two  brakemen  would 
perhaps  leave  the  train  without  adequate  force. 

2.  "In  case  of  any  detention,  a  man  must  be  sent  at  least 
one  hundred  rods  backwards  and  forwards,  to  warn  any  ap- 
proaching train,  until  the  danger  is  over.      In   the  night  this 
must  be  done  by  swinging  a  lantern  across  the  track."—  1853. 

"  In  case  of  a  collision,  it  will  be  assumed,  as  a  rule,  until 
very  clearly  proved  to  the  contrary,  that  the  conductors  and 
enginemen  of  both  trains  have  neglected  some  of  the  many 
precautions,  whether  written  or  not,  which  are  necessary  to  the 
safety  of  the  road." — Regulations  N.  Y.  Road,  1863. 


Trains  and  Stations.  87 

5.  "Should  the  distance  of  twelve  hundred 
yards  fall  within  a  tunnel,  or  close  to  the  mouth 
of  a  tunnel  nearest  to  the  obstruction,  or  in  any 
other  position  where,  owing  to  the  formation  of 
the  line,  or  some  other  circumstance,  the  engine- 
driver  of  an  approaching  train  or  engine  would 
be  unable  to  obtain  a  distinct  and  distant  view  of 
the  signal,  then  the  signal  must  be  exhibited  at 
the  end  of  the  tunnel  farthest  from  the  obstruc- 
tion, or  at  such  a  distance  over  and  above  the 
prescribed  distance  of  twelve  hundred  yards  as 
may  be  necessary  to  insure  the  engine-driver 
obtaining  a  good  and  distant  view  of  such 
signal."1 

c.  Where  a  mixed  gauge  is  used,  torpedoes 
must  be  placed  on  each  rail,  both  for  broad  and 
narrow  gauge  trains. 

d.  When,  from  any  cause,  a  train  is  unable  to 
proceed  at  a  greater  speed  than  four  miles  an 
hour,  the  signalman  must  go  back  twelve  hun- 
dred yards,  and  must  follow  the  train  at  that 
distance,  using  the  proper  danger  signals,  so  as 
to  stop   any   following    train,  until    assistance 
arrives  or  the  train  is  switched. 

e.  When  a  train  is  stopped  upon  the  main  track 
in  consequence  of  the  signals  referred  to  in  this 
rule,  the  conductor  thereof  must  in  turn  protect 
his  train  with  signals,  in  the  manner  described, 
from   any  train  that   may   be   following  him, 

I.  English  Standard. 


88  Railway  Service : 

thus  relieving  the  signalman  previously  upon 
duty.1 

/.  Should  anything  occur  to  detain  an  engine, 
not  attached  to  a  train,  upon  the  main  track,  it 
must  also  be  protected  by  signals  in  the  manner 
described.2 

g.  In  the  event  of  any  obstruction  or  accident 
to  the  line,  not  expressly  provided  for  in  the 
foregoing,  from  the  destruction  of  bridges  or 
culverts,  broken  rails,  washing  away  of  the 
track,  or  from  any  other  cause,  signals  must  be 
placed  in  both  directions,  so  as  to  warn  ap- 
proaching trains.  These  signals  must  be  placed 
in  the  manner  and  form  described. 

h.  In  the  event  of  any  obstruction  or  accident 
to  the  track,  as  contemplated  by  this  rule,  notice 
of  the  same  must  at  once  be  sent  to  the  Superin- 
tendent from  the  next  telegraph  station ;  also 
to  the  nearest  agents  or  flagmen  in  each  direc- 

1.  "He  (the  signalman  that  is  relieved)  must  tell  the  guard 
of  such  train  as  he  stops  what  has  happened,  and   ride  on  the 
engine,  so  as  to  point  out  to  the  driver  where  he  left  his  own 
train,  and  tell  him  the  particulars  under  which  he  had  been 
obliged  to  stop  the  following  train." — Great  Northern  Railway, 
England. 

2.  While  the  instructions  contained  herein  provide  specifically 
for  (rains,  they  are  also,  in  many  cases,  intended  to  cover  engines 
running  without  trains;   in    many  instances  the  rules  are  so 
worded  as  to  cover  both  trains  and  engines  ;  but  whether  both 
are  mentioned  or  not,  those  cases  where  both  are  intended  will 
be  obvious  to  the  reader.  When  it  is  desired  to  apply  a  rule  to 
engines  that  refers,  herein,  only  to  trains,  but  properly  applies 
to  both  trains  and  engines,  the  word  conductor,  wherever  used, 
should  give  place  to  engineman  (unless  there  is  a  conductor  in 
charge),  and  engine  should  be  substituted  for  train. 


Trains  and  Stations.  89 

tion  from  the  accident ;  but  the  first  duty  of 
employes  is  to  protect  approaching  trains  from 
any  possibility  of  disaster  in  consequence  of  the 
obstruction.1 

i.  In  the  event  any  accident  occasion  the  ob- 
struction of,  or  be  dangerously  near  to,  any 
track  used  by  trains  moving  in  the  opposite 
direction,  signals  must  be  placed  upon  such 
line,  and  it  must  otherwise  be  protected  in  the 
manner  contemplated  by  this  rule. 

j.  When  a  passenger  train  is  delayed  at  any  of 
its  regular  stopping  places  more  than  five  min- 
utes, it  must  be  protected  with  signals  in  the 
manner  described. 

k.  Should  a  train  or  engine  stop  at  any  unu- 
sual point  on  the  road  (i.  e.  at  any  point  that  is 

i.  "  When  an  accident  or  obstruction  of  any  kind  occurs 
on  any  part  of  the  line,  it  must  be  immediately  reported  by 
telegraph,  or  by  the  most  expeditious  means,  to  the  next  sta- 
tion or  signal  box  on  each  side  of  the  place  where  the  accident 
has  occurred,  so  that  notice  maybe  given  to  the  engine-drivers 
and  guards  of  approaching  trains  ;  also  to  the  heads  of  depart- 
ments, to  the  locomotive  station  where  the  breakdown  vans  for 
the  district  are  kept;  to  the  district  superintendent  and  the 
traffic  inspector  for  the  district,  and  to  the  inspector  of  perma- 
nent way.  It  must  also  be  reported  by  telegraph  to  those  sta- 
tions where  the  starting  of  other  trains  is  liable  to  be  affected 
by  the  delay  caused  by  the  obstruction." 

"In  conveying  intelligence  of,  or  in  summoning  assistance 
to,  any  accident  or  failure,  a  platelayer  (section-man)  must  be 
sent  as  quickly  as  possible  to  the  next  gang  in  each  direction, 
from  which  a  platelayer  must  in  like  manner  be  sent  to  the 
next  more  distant  gang,  until  information  of  the  accident  has 
by  this  means  reached  the  nearest  station  in  each  direction, 
and  the  necessary  assistance  has  been  obtained,  the  plate- 
layers of  each  gang  proceeding  without  loss  of  time  to  the 
place  at  which  their  services  are  required." — English  Standard. 


90  Railway  Service  : 

not  a  regular  stopping  place  for  such  train  or 
engine),  it  must  be  protected  as  directed. 

I.  When  a  freight  train  stops  at  its  regular 
stopping  places  where  it  can  be  plainly  seen  at 
a  distance  of  at  least  one-half  mile,  danger  sig- 
nals must  be  placed  not  less  than  one  hundred 
yards  in  each  direction,  and  as  much  farther  as 
may  be  necessary  to  insure  stopping  any  train 
that  may  be  approaching,  but  if  the  train  can 
not  be  plainly  seen  at  a  distance  of  at  least  one- 
half  mile,  signals  must  be  sent  out  not  less  than 
six  hundred  yards,  always  bearing  in  mind,  that 
if  from  any  cause  the  train  should  be  detained, 
so  as  to  come  within  twenty  minutes  of  the 
time  of  a  passenger  train,  it  must  be  governed 
strictly  as  provided  by  the  requirements  of  this 
rule,  as  already  recited.1 

I.  This  section,  in  force  upon  one  of  our  great  railroads, 
seems  unnecessary  except  upon  a  double  track  road  where 
freight  trains  move  without  much,  if  any,  reference  to  the  rights 
of  other  trains  under  the  schedule. 

It  is  impossible  that  signals  should  in  all  cases  be  sent  out  as 
directed  at  the  various  regular  stopping  places  of  freight  trains. 
To  do  so  would  require  an  enormous  train  or  station  force,  and 
besides,  if  the  freight  train  is  not  trespassing  upon  the  rights  of 
other  trains,  such  precautions  are  unnecessary.  If  it  is  in  the 
way  of  trains  having  the  right  to  the  track,  then  the  precaution 
provided  by  this  rule  is  necessary,  otherwise  it  is  not.  The 
regulations  of  trains  require  that  officials  in  charge  of  extra  or 
wild  trains,  or  delayed  trains  of  inferior  grade,  must  approach 
stations  carefully,  expecting  to  find  other  trains  at  such  sta- 
tions. If  trains  of  an  inferior  grade  trespass  upon  the  rights 
of  trains  of  a  superior  grade,  then  they  should  be  protected  in 
the  manner  provided.  Upon  a  double  track  road  it  would 
not  of  course  be  necessary  to  send  the  signals  in  advance,  as 
provided  in  the  rule,  unless  the  opposite  track  was  obstructed. 

We  find  the  following  rule,  in  the  regulations  of  a  prominent 
road,  worthy  of  incorporation  here  : 


Trains  and  Stations.  91 

m.  When  it  is  necessary  to  cross  over  to  the 
opposite  track  upon  a  double  track  road,  or  to 
protect  the  front  of  the  train  from  any  cause,  a 
signal  must  be  sent  ahead  as  directed. 

n.  If  freight  trains  are,  at  any  time,  obliged 
to  keep  the  main  track  in  passing  passenger 
trains,  signals  must  be  sent  twelve  hundred 
yards,  in  the  direction  of  the  expected  train, 
to  give  suitable  warning  for  it  to  approach  care- 
fully ;  the  conductor  of  the  freight  train  must 
see  that  the  switches  are  right  for  the  passage 
of  the  approaching  train. 

o.  Those  in  charge  of  switching  engines  are 
required  to  exercise  great  care  to  prevent  acci- 
dent occurring  from  the  obstruction  of  the  main 
track.1  Engines  or  cars  must  not  be  permitted 
to  stand  upon  the  main  track,  except  when 
switching  within  the  limits  of  the  various 

"  Should  it  be  necessary  for  a  first-class  train  to  occupy  the 
main  track  at  a  station  or  turnout,  in  the  time  of  any  train  of 
the  same  class,  which  by  the  time-table  should  either  stop  or 
pass  any  first-class  train  at  such  station  or  turnout,  no  signal 
shall  be  given  to  such  approaching  train,  but  it  must  be  dis- 
tinctly understood  that  when  any  train  occupies  the  main  track 
at  any  station  or  turnout,  in  the  time  of  any  other  train  of  the 
same  class,  which  by  the  time-table  does  not  stop  at  such 
station  or  turnout,  the  proper  signal  must  be  sent  out  to 
prevent  accidents." 

I.  "  When  any  train  or  engine  is  shunting  from  one  line  to 
another  after  sunset  and  in  foggy  .weather,  the  head  and  side 
lights  of  the  engine  must  be  reversed  so  as  to  show  red  against 
a-ny  other  train  or  engine  traveling  on  the  line  of  rails  ob- 
structed by  the  train  or  engine  so  shunting.  Shunting  engines 
employed  exclusively  in  station  yards  and  sidings  must,  after 
sunset  and  in  foggy  weather,  carry  both  head  and  tail  lamps 
showing  a  red  light." — Eng.  Standard. 


92  Railway  Service  : 

yards.  When  it  is  necessary  to  use  the  main 
track  at  any  other  point,  signals  must  be  placed 
for  the  protection  of  approaching  trains  as 
required  by  this  rule.1 

p.  Should  any  vehicle  in  a  train  be  on  fire,  the 
train  must  be  stopped,  and  the  conductor  must 
protect  it  in  the  manner  required.  The  brake- 
man  or  fireman  must  detach  the  cars  in  the 
rear  of  those  on  fire,  and  the  burning  cars  must 
be  drawn  forward  to  a  distance  of  fifty  yards 
at  least,  and  then  be  uncoupled,  and  left  until 
the  fire  can  be  extinguished,  to  effect  which 
every  effort  must  be  made. 

q.  Immediately  upon  the  discovery  of  a  signal 
of  danger,  enginemen  must  sound  the  whistle  for 
brakes  as  an  evidence  that  the  signal  has  been 
observed. 

r.  In  the  event  of  accident  to  trains,  the  per- 
sons in  charge  thereof  have  the  right  to  call 
upon  sectionmen  and  others  for  such  assistance 
as  they  may  require.2 

1.  "  No  train  may  shunt  on  the  main  line  unless  absolutely 
necessary ;  and  a  train  must  be  detained  at  a  station  where 
there  is  a  long  siding,  so  as  to  allow  the  following  train  to  pass, 
rather  than  send  it  on  with  a  chance  of  having  to  shunt  on  the 
main  line." — Gt.  Nor.  Ry.  Eng. 

"  Guards  performing  shunting  operations  at  sidings  must, 
in  all  cases,  take  care  that  the  vehicles  are  left  clear  of  the 
main  line,  and  within  the  safety  points  and  scotchblocks,  and 
that  the  points  fall  properly,  and  the  scotchblocks  are  replaced 
across  the  rails  after  the  operation  is  completed." — Eng. 
Standard. 

2.  "In  cases  of  accidents  or  emergencies  requiring  such  ex- 
ercise of  authority,  the  conductor  or  engineer  is   empowered 


Trains  and  Stations.  93 

s.  When  it  is  necessary,  while  switching,  or  at 
any  other  time,  to  leave  a  car  or  portion  of 
a  train  on  a  grade  upon  the  main  track  or  else- 
where, the  brakes  must  be  set  and  the  wheels 
securely  blocked.1 

t.  When  it  is  necessary  to  back  a  train  (i.  e. 
when  it  is  necessary  to  move  it  in  a  contrary 
direction  upon  the  line)  danger  signals  must  be 
sent  not  less  than  one  mile  in  advance  of  the 
moving  train.  A  train  must  only  be  backed  to 
the  first  siding ;  while  it  is  in  motion  the  whis- 
tle must  be  sounded  at  short  intervals.  The 
speed  of  the  train  must  not  exceed  four  miles 
per  hour,  so  that  the  signalman  may  be  able  to 
keep  the  required  distance  in  advance. 

u.  When  a  train  is  run  backward,  the  con- 
ductor must  station  himself  on  the  rear  car,  in  a 
position  so  conspicuous  as  to  perceive  the  first 

to  summon  any  person  or  persons  in  the  employ  of  the  com- 
pany, by  night  or  day,  to  render  assistance  to  a  disabled  train 
or  engine,  and  any  person  neglecting  or  refusing  to  obey  such 
summons  will  be  discharged." — Regulations  N.  Y.  Road,  1854. 

i.  "  When,  from  any  cause,  a  goods  train  has  been  brought 
to  a  stand  on  the  main  line,  where  the  line  is  not  level,  and  it 
is  necessary  for  the  engine  to  be  detached  from  the  train  for 
the  purpose  of  attaching  or  detaching  wagons,  the  guard  must, 
before  the  engine  is  uncoupled,  satisfy  himself  that  the  van 
brakes  have  been  put  on  securely,  and,  as  an  additional  pre- 
caution, must  pin  down  a  sufficient  number  of  wagon  brakes, 
and  place  one  or  more  sprags  in  the  wheels  of  the  wagons 
next  to  the  rear  brake  in  the  case  of  an  ascending  gradient, 
and  of  the  foremost  wagons  in  the  case  of  a  descending  gradi- 
ent, so  as  to  prevent  the  possibility  of  the  wagons  moving 
away.  The  number  of  sprag,  must  be  regulated  by  the  steep- 
ness of  the  gradient,  the  number  of  wagons,  their  loads,  and 
the  state  of  the  weather  and  rails." — Eng.  Standard. 


94  Railway  Service: 

sign  of  danger,  so  that  he  may  give  immediate 
signal  thereof  to  the  engineman.  The  train- 
men should  be  placed  so  as  to  facilitate  this.1 

WHEN  TRAINS  BREAK  IN  TWO. 

When  a  train  breaks  in  two,  the  person  who 
discovers  it  must  signal  to  the  other  men  on  the 
train,  as  directed  in  the  code  of  signals,  repeat- 
ing the  signal  several  times,  or  until  sure  they 
have  been  observed. 

The  forward  part  of  the  train  that 'is  broken 
in  two  must  not  stop  until  the  engineman  is 
sure  that  the  rear  part  of  the  train  has  stopped. 

When  entirely  certain  that  the  rear  part  has 
stopped,  the  forward  part  may  stop  ;  and,  after 
sending  back  a  signal,  it  will  move  slowly  back 
to  the  rear  part  of  the  train  ;  but  not  until 
a  signal  to  back  up  has  been  received  from  the 
conductor  of  "the  train,  who  must  be  very  care- 
ful not  to  give  such  signal  unless  the  rear  part 
is  standing  still. 

If  the  engineman  of  the  train  can  not  make 
sure  that  the  rear  portion  of  the  train  has 
stopped,  he  will  proceed  to  the  first  siding 
where  he  will  leave  his  train,  and  after  waiting 
twenty  minutes,  he  will  signal  his  engine  back 
to  the  rear  portion  of  his  train,  presuming  that 

I.  "  Whenever  it  becomes  necessary  to  back  a  train  to  a  sta- 
tion, it  must  be  done  with  great  care ;  and,  upon  obscure  parts 
of  the  road,  a  man  must  be  kept  constantly  in  advance  of 
the  rear  end  of  the  train."  1863. 


Trains  and  Stations.  95 

it  is  still  in  motion,  and  taking  great  care  not  to 
collide  with  it. 

As  soon  as  the  men  upon  the  rear  portion  of 
the  train  discover  that  it  has  broken  apart,  they 
will  stop  it,  and  protect  the  rear  by  the  usual 
danger  signals,  as  provided  by  rule  "  L." 

If  a  following  train  reaches  the  detached  part 
before  its  engine  has  returned  from  the  siding, 
the  following  train  will  push  the  detached  por- 
tion very  slowly  toward  the  siding,  sending  for- 
ward a  signal  twelve  hundred  yards  in  advance, 
and  proceeding  with  great  care,  expecting  to 
meet  the  returning  engine. 

If  any  train  breaks  into  more  than  two  parts, 
the  rear  part  must  be  stopped  first,  then  the 
part  next  forward  of  it,  and  so  on,  using  great 
care  not  to  stop  any  part  so  as  to  permit  a 
following  portion  to  collide  with  it.  When 
stopped,  each  portion  must,  if  possible,  be  pro- 
tected by  signals,  but  the  rear  of  the  last  section 
must  be  protected  in  any  event.1 

I.  "  Should  any  part  of  the  train  become  detached  when  in 
motion,  care  must  be  taken  not  to  stop  the  front  part  of  the 
train  before  the  rear  portion  has  either  been  stopped  or  is  run- 
ning slowly,  and  the  rear  guard  must  promptly  apply  his  brake 
to  prevent  a  collision  with  the  front  portion.  There  may  be 
cases  requiring  the  train  to  be  stopped,  owing  to  the  failure  of, 
or  accident  to,  some  part  of  it,  when  the  prompt  exercise  of 
judgment  and  skill  is  necessary  to  decide  whether  to  stop 
quickly,  or  otherwise.  If  the  engine  be  defective,  the  sooner 
the  train  can  be  stopped  the  better.  If  any  of  the  vehicles  be 
off  the  rails,  the  brakes  in  the  rear  must  be  instantly  applied, 
in  order  that  by  keeping  the  couplings  tight,  the  disabled  ve- 
hicle may  be  kept  up  and  out  of  the  way  of  the  vehicles  behind, 


96  Railway  Service : 


TRAINS   RUNNING   WITH  CARE. 

Conductors  and  enginemen  are  held  equally 
responsible  for  the  violation  of  any  of  the  rules 
governing  the  safety  or  speed  of  trains.  They 
are  expected  to  take  every  precaution  necessary 
to  the  protection  of  their  trains,  whether  pro- 
vided for  by  the  rules  or  not. 

Trainmen  must  take  into  consideration  the 
state  of  the  weather,  the  condition  of  the  track, 
and  the  weight  of  the  train. 

Trains  will  run  with  great  care  during  and 
after  severe  rains,  and  must  reduce  their  speed 
when  the  track  is  in  bad  order,  or  when  crossing 
long  bridges  or  trestle-works. 

Trains  of  every  description  must  approach 
with  care  places  or  yards  where  engines  use  the 
main  track  in  switching. 

Stations  and  switches  must  also  be  approached 
with  care. 

Upon  a  single  track  road  when  an  order  is 
given  a  train  to  proceed  with  caution,  keeping 
a  careful  look-out  for  a  particular  train,  it  is 
the  duty  of  the  conductor  in  such  cases  to  send 

until  the*  force  of  the  latter  is  exhausted,  it  being  desirable  in 
such  cases  that  the  front  portion  of  the  train  should  be  brought 
slowly  to  a  stand.  The  application  of  the  front  brakes  might, 
in  such  cases,  result  in  further  damage,  and  they  should  only 
be  applied  when  the  disabled  vehicles  are  in  the  rear  of  the 
train.  In  all  cases  the  application  of  brakes  behind  a  disa- 
bled vehicle  will  be  attended  with  advantage." — Eng,  Standard. 


Trains  and  Stations.  97 

signals  in  advance  as  the  train  approaches  curves 
and  obscure  places  in  the  track. 

In  all  cases  of  doubt  or  uncertainty,  trainmen 
and  others  should  take  the  safe  course  and  run 
no  risks. 

TRAINS   MUST   STOP. 

Whenever  one  passenger  train  is  to  meet 
another  passenger  train  at  a  station,  whether  at 
a  regular  meeting  point  or  at  a  point  designated 
by  a  special  order,  both  trains  must  come  to  a 
full  stop  between  the  switches  at  the  place  of 
meeting. 

Engines  with  or  without  trains  must  come  to 
a  full  stop  within  four  hundred  feet  of  railroad 
crossings  at  grade. 

Unless  otherwise  ordered,  trains  must  be 
brought  to  a  full  stop  before  crossing  draw- 
bridges, and  must  not  thereafter  proceed  until 
the  signal  to  go  ahead  is  exhibited. 

Trains  must  approach  the  end  of  double 
track  and  junction  switches  at  reduced  speed, 
and  come  to  a  full  stop  unless  the  switches  are 
plainly  seen  to  be  right. 

TRAINS   MEETING  OR   PASSING  EACH   OTHER.1 

Where  trains  are  to  meet  each  other,  the 
train  having  the  right  to  the  road  shall  occupy 

i.  ''  Long  sidings  are  provided  at  the  principal  stations  on 
the  up  and  down  lines,  to  enable  the  goods  and  coal  trains,  etc., 
to  be  passed  by  the  passenger  trains  ;  the  sidings  must  always 
be  kept  clear  for  this  purpose  ;  they  must  not  be  used  as  '  lay 
byes,'  for  the  ordinary  work  of  the  stations." — Gt,  Northern 
Railway,  England. 


98  Railway  Service: 

the  main  track,  excepting  when  there  are  spe- 
cial orders  to  the  contrary,  or  it  shall  be  im- 
practicable thus  to  pass,  in  which  case  sufficient 
precaution  shall  be  used  to  prevent  accident  or 
unnecessary  delay. 

The  train  going  on  the  side  track,  must  take 
the  switch  at  the  nearest  end,  instead  of  run- 
ning by  and  backing  on,  except  when  this  is 
impracticable,  in  which  case  the  train  must  be 
sufficiently  protected  by  signals  before  running 
by  the  station  to  back  on  to  the  siding.1 

Upon  arriving  at  a  place  where  a  particular 
train  is  to  be  met,  care  must  be  taken  by  train- 
men to  identify  such  train  ;  in  other  words,  they 
must  not  proceed  until  the  right  train  has 
arrived. 

When  a  train  is  not  required  to  stop  at  a 
meeting  or  passing  point  with  another  train,  it 
must,  at  night,  or  in  foggy  weather,  approach 
such  point  with  caution,  and  at  reduced  speed, 
being  kept  under  control  until  satisfied  that 
the  opposing  train  is  clear  of  the  main  track, 
and  that  the  switches  are  properly  set. 

The  conductor  of  a  slow  train  must  report  to 
the  Superintendent  immediately  on  arrival  at  a 
station,  where,  by  the  schedule,  he  should  be 
overtaken  by  a  faster  train  of  the  same  class, 

I.  It  should  be  understood  that  wherever  reference  is  made 
to  the  meeting  of  trains  at  stations  or  sidings,  such  reference 
implies  a  single  track  road,  unless  otherwise  specially  men- 
tioned. 


Trains  and  Stations.  99 

in  the  event  the  latter  does  not  arrive  on  time. 
The  conductor  of  the  slow  train  must  not 
proceed  until  the  faster  train  passes,  without 
special  orders  from  the  Superintendent. 

When  a  freight  train  is  overtaken  and  passed 
by  one  section  of  a  train  carrying  green  signals 
for  other  trains,  it  must  wait  until  all  the  sec- 
tions of  such  train  have  passed,  unless  other- 
wise directed  by  special  order.1 

Freight  trains  will  be  governed  by  this  rule  in 
starting  from  terminal  stations,  and  in  the  ap- 
plication of  this  rule,  terminal  stations  will  be 
considered  the  same  as  other  stations  on  the 
road. 

If  a  way  freight  train  falls  behind  its  time,  as 
fixed  in  the  schedule,  it  will  not  yield  the  road 
to  a  following  freight  train,  with  which  it  has  no 
designated  passing  point,  until  overtaken  by  it ; 
but  the  way  freight  must  be  protected  by  sig- 
nals from  all  chance  of  a  rear  collision,  and 
will  yield  the  road  at  the  first  station  after  the 
following  train  has  overtaken  it. 

TRAINS   APPROACHING    STATIONS. 

Trains  must  approach  stations  and  yards 
where  switching  engines  are  located,  with  ex- 
treme caution. 

When  approaching  stations  and  sidings,  en- 

i.  Or,  in  other  words,  it  must  not  proceed  until  all  the  extra 
trains  have  passed. 


100  Railway  Service : 

ginemen  must  observe  whether  the  switches 
are  set  right,  and  must  always  be  on  the  look- 
out for  signals. 

Enginemen  of  delayed  trains,  or  trains 
moved  by  special  order,  and  of  all  extra  or  wild 
trains,  will  approach  stations  with  extreme 
caution  upon  the  supposition  that  another  train 
will  be  overtaken  or  met ;  or  that  the  main 
track  will  be  obstructed  or  occupied. 

Enginemen  will  carefully  approach  stations 
at  which  they  ought  to  meet  or  pass  trains. 

Trains  approaching  stations  where  a  passen- 
ger train  is  receiving  or  discharging  passengers 
must  be  stopped  before  reaching  such  passen- 
ger train,  and  will  not  go  forward  until  it 
moves  ahead  or  signal  is  given  to  the  first  men- 
tioned train  to  move  on.1 

I.  Permanent  danger  signals  are  erected  in  both  directions 
from  stations,  by  many  roads  in  this  country.  They  are  in  com- 
mon use  in  Europe.  These  signals  are  displayed  when  a  train 
is  at  a  station  receiving  or  discharging  passengers,  or  whenever 
the  track  is  for  any  reason  obstructed,  or  the  switches  are 
turned.  When  these  signals  are  displayed,  enginemen  of  ap- 
proaching trains  are  required  to  advance  cautiously  until  oth- 
erwise ordered.  For  the  purpose  of  protecting  a  train  from 
trains  that  may  be  following  it,  these  station  signals  (or  sema- 
phore arms  or  lights)  are  not  lowered  until  a  specified  time 
after  the  departure  of  the  train. 

The  wisdom  of  protecting  trains  with  permanent  or  sta- 
tionary signals,  where  the  business  of  a  line  warrants  it  or 
its  receipts  will  permit  of  it,  can  not  be  too  highly  commended. 

"  Should  a  train  be  approaching,  stopping  at,  or  leaving  a  sta- 
tion, on  the  opposite  line,  or  should  shunting  operations  be 
going  on,  he  must,  on  approaching  and  whilst  passing,  sound 
the  engine  whistle.  The  whistle  must  also  be  sounded  on  en- 
tering a  tunnel." — English  Standard. 


Trains  and  Stations.  lOl 


TRAINS    FOLLOWING   OTHER   TRAINS. 

When  two  or  more  passenger  trains  are  run- 
ning in  the  same  direction,  they  must  keep  not 
less  than  fifteen  minutes  apart.  And  trains 
that  are  found  violating  this  rule  must  be 
signaled  and  held  until  the  fifteen  minutes  has 
expired.  With  this  exception :  a  way  pas- 
senger train  making  all  the  stops  may  follow 
an  express  or  mail  passenger  train  making  no 
stops,  within  five -minutes,  but  it  must  proceed 
with  great  caution  until  the  express  or  mail 
train  is  fifteen  minutes  ahead.1 

A  freight  train  or  engine  must  not  leave  a 
station  to  follow  a  passenger  train  until  ten 
minutes  after  the  departure  of  the  passenger 
train.2 

Freight  trains  following  each  other  must  be 

1.  "  Where  the  block  system  is  not  in  operation,  no  train  or 
engine  must  be  allowed  to  follow  any  other  train  or  engine  on 
the  same  line,  within  five  minutes. 

"  Where  the  line  is  not  worked  under  the  block  system,  no 
passenger  train  must,  during  foggy  weather  or  snow  storms, 
follow  a  goods  train,  nor  must  a  fast  goods  train  follow  a 
stopping  passenger  train  from  a  station,  nor  pass  a  signal  box 
where  trains  are  ordinarily  signaled,  within  fifteen  minutes, 
nor  even  then,  until  the  engine-driver  has  been  properly 
warned  of  the  time  of  the  departure  of  the  preceding  train,  and 
where  it  will  next  stop." — English  Standard. 

2.  "  No  detached  engine  shall   be    run  behind  a  passenger 
train,  within  three  miles,  and  any  train  following  another  shall 
always  keep  two  miles  in  the  rear,  and  proceed  with  great 
caution." — 1854. 


102  Railway  Service : 

kept  not  less  than  five  minutes  apart,  except  in 
closing  up  at  stations  or  passing  places.1 

Any  train  following  another  train  or  engine 
must  proceed  with  caution,  keeping  at  least 
one  mile  in  rear  of  it,  and  must  approach  all 
stations  and  fuel  places  with  care,  expect- 
ing to  find  the  preceding  train  taking  fuel  or 
water  at  such  station,  whether  it  may  be  a  stop- 
ping place,  as  per  schedule,  for  that  train,  or 
not.2 

When  one  or  more  trains  are  followed,  such 
train,  or  trains,  must  never  be  stopped  between 
stations  where  the  view  from  the  rear  of  the 
train  is  not  clear  for  a  distance  sufficiently 
great  to  stop  a  train  after  it  has  come  in  sight. 

When  following  other  trains,  the  engineman 
and  others  must  keep  a  sharp  lookout  for  the 
train  immediately  preceding  them^  especially 
when  running  around  curves  and  approaching 
stations. 

In  the  event  that  one  or  more  trains  are 
united,  and  run  as  one  train,  notice  .of  the  fact 
must  be  given  agents,  also  the  conductors  and 
enginemen  of  trains  that  are  met  or  passed. 

1.  "  Freight  trains  will  be  run  in  convoys  of  two  or  more 
trains  on  the  same  time.     Conductors  and  enginemen  will  be 
held  responsible  to  see  that  the  necessary  signals  are  carried." 
— Southern  Line. 

2.  This  is  in  a  certain  sense  supplementary   to  the  rules 
directing  how  many  minutes  shall  elapse  between  trains    of 
various  grades  moving  in  the  same  direction. 


Trains  and  Stations.  103 

The  Superintendent  should  be  advised  at  the 
first  telegraph  station  of  the  consolidation  of 
the  trains. 

KEEPING   OFF   THE   TIME   OF   OTHER   TRAINS. 

A  train  of  an  inferior  grade,  running  ahead 
of  a  train  of  a  superior  grade,  must  keep  twenty 
minutes  off  the  time  of  such  superior  train.1 

Except  when  otherwise  specifically  provided, 
wild  trains  must  keep  twenty  minutes  off  the 
time  of  passenger  trains,  and  ten  minutes  off 
the  time  of  freight  trains. 

A  passenger  train  must  not  leave  a  station, 
expecting  to  meet,  or  be  passed  at  the  next 
station  by  a  train  having  the  right  of  track, 
unless  it  has  full  schedule  time  to  make  the 
meeting  or  passing  point. 

A  freight  train  must  not  leave  a  station, 
expecting  to  meet,  or  to  be  passed  at  the  next 
station,  by  a  train  having  the  right  of  track, 
unless  it  can  make  the  meeting  or  passing  point 
without  exceeding  its  maximum  speed,  and  oc- 
cupy the  siding,  if  necessary,  before  the  time 
required  by  rule  to  clear  the  opposing  or  fol- 
lowing train. 

A  freight  train,  which,  according  to  the  sched- 

i.  "  Trains  of  an  inferior  class,  moving  in  the  same  direction 
with  trains  of  a  superior  class,  must  get  out  of  their  way,  by 
going  into  the  nearest  siding." — 1863. 


104  Railway  Service: 

ule,  should  .be  overtaken  and  passed  at  a  sta- 
tion by  another  freight  train,  must  keep  off  the 
time  of  the  train  which  should  pass  it. 

It  must  be  understood  that  a  train  not  having 
the  right  to  the  track  must  be  entirely  clear  of 
the  main  track  before  the  time  it  is  required  by 
rule  to  clear  an  opposing  train,  or  a  train  run- 
ning in  the  same  direction ;  if  from  any  cause 
it  should  fail  to  do  so,  signals  must  be  sent  im- 
mediately, as  provided  by  rule  "  L,"  already 
given,  for  the  protection  of  trains  standing 
upon  the  main  track. 

When  a  freight  train  meets  a  passenger  train 
on  a  single  track  road,  the  freight  train  must 
occupy  the  siding,  and  clear  the  passenger  train 
ten  minutes. 

DELAYED   TRAINS. 

Upon  a  single  track  road,  in  the  event  a  train  or 
engine  is  delayed  between  stations  and  loses  its 
right  to  the  road,  the  conductor  of  such  train  (or 
in  his  absence  the  engineman)  must,  when  the 
train  or  engine  is  ready  to  move,  send  danger 
signals  not  less  than  one  mile  in  advance  in  the 
direction  in  which  the  train  or  engine  is  to  be 
moved.  The  delayed  train  or  engine  must 
only  run  to  the  next  siding,  and  while  in  motion 
the  engineman  will  frequently  sound  the 
whistle,  and  will  not  exceed  a  speed  of  four 


Trains  and  Stations.  105 

miles  per  hour,  to  enable  the  signalman  to  keep 
the  required  distance  in  advance.1 

When,  from  any  cause,  a  train  is  unable  to 
proceed  at  a  greater  speed  than  four  miles  an 
hour,  the  rear  brakeman  must  go  back  twelve 
hundred  yards,  and  must  follow  the  train  at 
that  distance,  and  use  the  proper  danger  signals 
to  stop  any  following  train. 

In  the  event  a  train  is  delayed  by  accident 
or  otherwise  between  stations,  and  another  train 
having  the  right  to  the  road  approaches  (no 
matter  which  way  it  may  be  going),  and  the 
train  having  the  right  to  the  road  can  not  pass 
the  delayed  train,  then  the  latter  will  proceed 
to  the  first  siding  in  advance,  carrying  signals 
for  the  following  train.  At  the  first  siding  it 
will  allow  the  train  having  the  right  to  the 
road  to  go  ahead,  after  which  time  both  the 
trains  will  be  governed  in  all  respects  as  in  other 
cases  where  one  train  is  met  or  passed  by 
another. 

In  extreme  cases,  in  which  enginemen  find  it 
impossible  to  make  their  time  in  running  to  sta- 
tions at  which  they  should  by  schedule  meet 
another  train,  they  may  disconnect  their  engine, 

I.  In  the  event  a  delayed  regular  train  has  time  to  reach  the 
first  telegraph  station  ahead  without  trespassing  upon  the 
time  of  another  regular  train,  then,  in  that  case,  it  has  not  lost 
its  right  (unless  it  is  twelve  hours  late),  and  it  may  proceed  di- 
rectly to  such  telegraph  station  without  being  signaled  as 
directed  above. 


106  Railway  Service : 

leaving  the  train  under  proper  danger  signals, 
as  required  by  rule  "  L,"  and  run  to  the  next  sta- 
tion and  notify  the  approaching  train,  and  then 
return  after  their  own  train.1  But  before  pro- 
ceeding to  carry  out  this  rule  the  engineman 
must  have  the  written  authority  of  the  con- 
ductor to  detach  the  engine  and  proceed  as 
directed. 

When  a  train  is  delayed  it  is  the  duty  of 
agents  and  switchmen  to  report  the  fact  to 
trains  that  may  be  following  when  the  latter 
stop  at  their  stations. 

When  a  train  is  more  than  fifteen  minutes 
late,  the  conductor  will  report  the  cause  of  the 
detention  to  the  Superintendent  at  the  first 
telegraph  station. 

EXTRA    TRAINS. 

An  extra  train,  following  a  regular  train  and 
properly  signaled  by  it,  must  always  be  taken 
and  considered  to  be  a  part  of  and  to  have  all 
the  rights  of  the  regular  train,  and  no  more, 
and  the  conductors  and  enginemen  of  other, 
trains  must  so  regard  it. 

An  engine  of  a  regular  train  must  not  carry  a 
signal  for  any  train,  excepting  of  its  own 
grade,  unless  in  such  cases  as  are  herein 
specifically  provided  for. 

r.  This  rule  is  provided  for  those  extreme  cases  where,  from 
some  sudden  and  wholly  unexpected  cause,  a  train  becomes 
stalled,  or  is  unable  to  make  the  meeting  point,  or  back  up  to 
the  station  that  it  has  left. 


Trains  and  Stations.  '   107 

When  it  shall  become  necessary  for  a  train  of 
an  inferior  grade  to  follow  a  train  of  a  superior 
grade  (as  an  extra), "then  such  following  train 
shall  for  that  time  be  taken  to  be  of  the  same 
grade  with  the  preceding  train. 

In  case  a  following  train  is  delayed  and  can 
not  keep  up  with  the  signals,  it  must  not  con- 
sider it  has  the  right  to  follow  the  signals 
against  trains  having  the  right  of  the  road, 
though  the  train  carrying  signals  for  it  may 
have  orders  to  run  to  a  certain  point  against  a 
train  having  the  right  of  track  ;  but  the  follow- 
ing train,  when  unable  to  keep  up,  must  keep 
back  and  off  the  time  of  all  trains  having  right 
of  track,  without  special  and  separate  orders.1 

When  a  train  is  ordered  to  carry  signals  for 
an  extra  or  following  train,  the  conductor  and 
enginemen  of  each  of  the  trains  affected  by  the 
order  must  be  severally  notified.  It  is  the 
duty  of  conductors  of  trains  carrying  signals  to 
notify  conductors  whom  they  meet  or  pass  of 
the  fact.  They  must  also  notify  agents  and 
switchmen  at  places  where  they  stop. 

It  is  the  duty  of  trainmen  and  others  to  care- 

I.  In  other  words,  the  order  to  run  to  a  certain  point  does 
not  cover  the  extra  or  following  train  unless  the  latter  is  specifi- 
cally mentioned. 

"If  the  following  train  should  fall  so  far  behind  as  not  to  be 
distinctly  seen  by  the  forward  train  at  the  time  of  its  leaving 
any  station  short  of  the  one  named  in  the  notice,  it  must  be 
distinctly  understood  by  all  that  the  flag  or  lantern  will  not  be 
carried  farther  for  them." — Regulations  1853. 


108  Railway  Service  : 

fully  observe  whether  signals  are  carried  by 
passing  engines. 

It  is  the  duty  of  conductors  to  assure  them- 
selves that  signals  for  extra  trains  are  properly 
placed  and  secured. 

When  an  engine  is  carrying  signals  for  an- 
other train,  the  attention  of  trains  that  are 
met  or  passed  (including  construction  and 
wood  trains)  must  be  called  to  such  signals  by 
three  short  blasts  of  the  whistle,  as  provided  by 
the  signal  code. 

When  an  extra  train  is  following  another 
train,  it  must  be  kept  near  the  train  ahead 
on  approaching  a  station  where  a  train  is  to 
be  met,  in  order  that  the  opposite  train  may 
have  as  little  detention  as  is  consistent  with 
perfect  safety,  but  in  all  other  cases  the  dis- 
tance between  the  two  trains  must  never  be 
less  than  one  mile. 

Conductors  of  trains  carrying  signals  for 
extra  trains  must,  on  arriving  at  the  station 
beyond  which  the  signals  are  not  to  be  carried, 
notify  the  agent  of  the  fact,  and  such  agent 
must  give  notice  thereof  to  such  conductors 
and  enginemen  as  may  reach  his  station  subse- 
quent to  the  arrival  of  the  train  carrying  the 
signals,  and  previous  to  the  arrival  of  the  trains 
signaled  by  it.1 

I.  "  The  guard  of  the  train  preceding  the  special  train  is 
required  to  see  that  the  tailboard  flag,  or  extra  lamp,  is 
removed  when  no  longer  wanted,  and  he  must  inform  the  per- 


Trains  and  Stations.  109 

When  an  engine  or  train  leaves  a  point  to 
which  it  has  carried  signals  for  a  following 
train,  before  the  following  train  has  arrived  at 
such  point,  the  conductor  must  notify  all  trains 
that  he  meets  until  he  reaches  the  next  tele- 
graph office,  when  he  will  report  to  the  Super- 
intendent that  he  has  withdrawn  the  signals. 

A  telegraphic  or  special  order  directing  the 
movement  of  a  train,  includes  only  the  train 
specifically  mentioned  in  such  order,  and  must 
not  be  considered  to  cover  a  train  that  is  or 
may  have  been  keeping  it  company,  unless  such 
train  is  particularly  mentioned. 

When  two  or  more  trains  are  running  in  com- 
pany, upon  the  time  of  one  train  and  the  for- 
ward train  cannot,  from  disability  of  engine  or 
other  cause,  make- time,  it  will  run  upon  a  side 
track,  and  let  the  following  train  go  ahead.1  The 
conductors  and  enginemen  must,  in  such  cases, 
see  that  the  train  which  takes  precedence  car- 
ries the  proper  signals,  and  all  special  orders 
affecting  the  movement  or  safety  of  either  train 
must  be  exchanged.  Conductors  must  report 
the  occurrence  to  the  Superintendent  at  the 
first  telegraph  station  ;  they  must  also  notify  all 
trainmen  they  may  meet  and  the  agents  at 
stations  as  well. 

son  in  charge  of  each  station  at  which  he  stops  of  the  descrip- 
tion and  destination  of  the  train  that  is  following." — Eng. 
Standard. 

I.  The  inference  is  that  these  trains  are  of  the  same  grade. 
It  would  be  impracticable  otherwise. 


110  Railway  Service  : 

No  engine  or  train  shall  carry  signals  for  an 
extra  engine  or  train  without  orders  from  the 
Superintendent,  except  as  provided  in  the  fol- 
lowing rule  :  Should  a  train  be  held  by  another 
between  telegraph  stations,  the  conductor  of 
the  train  thus  detained  may  require  the  first 
regular  train  passing  him,  bound  in  the  same 
direction,  to  carry  signals  for  him  to  the  next 
telegraph  station,  on  his  arrival  at  which  he 
must  report  to  the  Superintendent  for  orders  ; 
but  the  conductor  of  a  .  freight  train  shall  not 
have  the  right  to  have  signals  carried  by  a  pas- 
senger train,  in  case,  at  the  next  telegraph  sta- 
tion, or  at  some  intervening  place,  said  passen- 
ger train  should  pass  a  train  of  its  own  class, 
nor  in  any  case,  unless  the  freight  train  is  in 
readiness  to  follow  immediately. 

A  train  signaled  by  another,  in  accordance 
with  the  foregoing  rule,  would  possess  exactly 
the  same  rights  as  an  extra  train,  already  de- 
scribed. 

"When  a  train  is  held  between  telegraph 
stations  and  can  not  proceed,  except  under  the 
protection  of  some  other  train,  and  there  is  no 
train  passing  (without  great  delay)  by  which 
it  may "  be  signaled,  except  a  wild  train,  the 
train  held  may  proceed  immediately  in  advance 
of  such  wild  train  to  the  first  telegraph  station, 
at  which  place  it  must  get  out  of  the  way. 
But  those  in  charge  of  the  delayed  train  must 


Trains  and  Stations.  Ill 

notify  agents  and  signalmen,  also  the  trainmen 
they  meet,  that  they  are  running  irregularly  in 
advance  of  a  wild  train."1 

Whenever  it  shall  be  necessary  to  send  an 
extra  engine  over  the  road,  it  must  in  all  cases 
precede  and  run  on  the  time  of  some  regular 
train;  it  will  be  entitled  to  all  the  rights 
thereof,  and  shall  carry  proper  signals  therefor. 
In  such  cases  the  regular  train  shall  run  five 
minutes  behind  its  schedule  time.2 

CONSTRUCTION   AND   WOOD   TRAINS. 

When  a  construction  train  is  going  to  or  com- 
ing from  work  it  must  proceed  with  the  utmost 
caution3;  never  risking  the  safety  of  trains,  and 
it  must  never  be  on  the  road  within  ten  minutes 
of  the  running  time  of  passenger  trains.  Neither 
shall  it  be  on  the  road  within  ten  minutes  of  the 
running  time  of  freight  trains,  except  when  the 
points  between  which  it  is  working  are  not  more 
than  three  miles  apart. 

When  at  work  on  a  section  not  extending 
over  three  miles  from  siding  to  siding,  or  when 
special  permission  is  given  by  the  Superintend- 
ent, the  conductor  may  keep  at  work  in  respect 
to  freight  trains  only,  until  the  arrival  of  such 

1.  Old  Rule. 

2.  When  it  is  desired  that  the  engine  running  over  the  road 
should  assist  the   accompanying  train  (assuming  it  to  be   a 
freight  train)  at  the  various  grades,  it  can  be  instructed  to  fol- 
low rather   than  precede.      But  an   engine  should  never  be 
allowed  to  follow  a  passenger  train. 

3.  They  must  know  before  starting  that  all  trains  that  are 
due  have  arrived. 


112  Railway  Service  : 

trains,  but  he  must  in  all  cases  station  the  proper 
signals,  twelve  hundred  yards  in  each  direc- 
tion, when  upon  a  single  track,  or  in  the  rear 
only  when  upon  a  double  track,  unless  the 
same  is  obstructed.  The  signalman  of  the  con- 
struction train  must  continue  on  the  watch, 
under  all  circumstances,  until  the  freight  train 
arrives.  On  the  arrival  of  the  expected  train, 
the  construction  train  must  immediately  proceed 
to  the  siding  in  advance  of  such  train. 

Conductors  and  enginemen  of  wood  trains 
will  be  governed  by  the  same  rules  as  above 
given  for  construction  trains. 

When  freight  trains  are  thirty  minutes  late, 
construction  and  wood  trains  may  occupy  the 
main  track,  but  must  keep  signals  not  less  than 
twelve  hundred  yards  in  the  direction  of  the 
expected  train.  Upon  the  arrival  of  the  ex- 
pected train,  the  construction  or  wood  train 
must  at  once  proceed  to  the  siding. 

No  construction  train  will  be  allowed  to  run 
beyond  its  given  limits  without  orders,  except 
in  cases  of  great  emergency,  such  as  accidents 
to  trains,  track,  or  bridges,  or  when  telegraphic 
communication  is  broken  and  orders  cannot  be 
received.  Under  such  circumstances,  a  con- 
struction train  or  engine  may  run  beyond  its 
limits  ;  but  such  train  or  engine  must  not  only 
keep  off  the  time  of  regular  trains,  but  conduc- 
tors and  enginemen  must  signal  all  curves  care- 


Trains  and  Stations.  113 

fully,  and  look  out  for  wild  trains.  They  will 
also  report  the  fact  of  being  off  their  limits,  and 
the  reason  therefor  at  the  first  telegraph  sta- 
tion, or  if  there  is  no  telegraph  station,  a  report 
must  be  sent  to  a  telegraph  office  by  the  first 
train,  or  by  special  messenger  if  there  is  no 
train. 

Two  construction  trains  will  not  be  allowed 
to  run  or  work  within  the  same  limits  except 
in  cases  of  great  emergency ;  in  such  cases 
special  orders  will  -be  given  by  the  Superin- 
tendent. 

A  special  order  allowing  two  construction 
trains  to  occupy  the  same  limits  does  not  re- 
lieve the  conductor  and  engineman  of  either 
train  from  the  responsibility  of  signaling  all 
curves  carefully  while  running,  arid  otherwise 
protecting  their  trains  properly  while  at  work 
on  the  main  track,  as  already  directed. 

Before  leaving  stations  for  the  day's  work, 
conductors  of  wood  and  construction  trains 
must  report  to  the  Superintendent  the  exact 
location  where  they  intend  to  work,  and  they 
must  not  leave  the  station  until  they  have  re- 
ceived a  special  order  or  permit  from  him. 

Conductors  of  construction  and  wood  trains 
must  leave  with  the  station  agent  at  the  start- 
ing point  a  memorandum  stating  where  their 
trains  will  be  operating  for  the  day  ;  this  mem- 
orandum must  be  entered  in  a  book  to  be  kept 

8 


114  Railway  Service : 

for  that  and  similar  purposes.  This  book  shall 
at  all  times  be  open  to  the  convenient  inspec- 
tion of  trainmen. 

Conductors  and  enginemen  of  construction 
trains  are  required  to  stop  at  all  telegraph  sta- 
tions and  register  time  of  arrival  and  departure 
of  their  trains,  and  direction  in  which  moving, 
and  ascertain  if  any  wild  engines  or  trains  are 
on  the  road ;  also  the  limits  of  any  other  con- 
struction trains  that  may  be  at  work  on  the 
same  division  of  the  road. 

Conductors  of  construction  trains  must  keep 
themselves  informed  as  to  the  location  where 
wood  trains  are  at  work.  In  the  same  way  the 
conductors  of  wood  trains  must  keep  themselves 
advised  as  to  the  location  of  construction  trains. 

When  a  limit  is  given  a  construction  train,  it 
will  only  embrace  the  hours  from  4:30  A.  M.  to 
8:30  P.  M.,  and  the  train  must  not  occupy  the 
main  track  within  its  limits  before  or  after  the 
hours  specified  without  special  orders.1 

Upon  a  single  track  road,  signals,  as  provided 
by  rule  "  L  "  for  the  protection  of  trains,  must 
always  be  placed  at  a  distance  of  not  less  than 
twelve  hundred  yards  on  either  side  of  the  place 
where  construction  or  wood  trains  are  at  work, 
and  a  man  must*  remain  with  such  signals. 
Upon  double  track  roads,  signals  need  only  be 

I.  "  Ballast  trains  must  not  work  on  the  main  line  in  a  fog,  ex- 
cept when  authorized  under  special  circumstances." — English 
Standard. 


Trains  and  Stations.  115 

placed  in  the  direction  from  which  trains  natu- 
rally arrive. 

In  the  case  of  a  double  track  road,  if  the 
opposite  track  is  obstructed,  then  signals  must 
be  placed  in  both  directions. 

Conductors  and  enginemen  of  construction 
and  wood  trains  will  be  held  responsible  for  the 
strict  observance  of  the  rules  governing  the 
use  of  signals,  and  they  will  be  expected  to  use 
every  additional  precaution  which  particular 
circumstances  may  render  necessary. 

Wood  or  construction  trains  must  not  have 
signals  carried  for  them  by  regular  trains,  nor ' 
must  they  carry  signals  for  other  trains,  but 
circumstances  may  arise  compelling  them  to 
follow  a  regular  train  carrying  signals  for 
another  train;  in  such  a  case  the  wood  or  con- 
st ruction  train  must  carry  signals  for  the  train 
that  is  following. 

WILD   TRAINS. 

When  regular  trains  are  ordered  to  leave 
stations  ahead  of  time,  they  will  be  considered 
as  wild  trains  while  running  ahead  of  time. 

A  wild  train  or  engine  must  not  pass  over 
any  portion  of  the  road  without  special  orders 
from  the  Superintendent,  provided  this  rule 
does  not  apply  to  engines  switching  within  the 
limits  of  the  various  yards. 


116  Railway  Service  : 

Conductors  of  wild  trains  must  report  by 
telegraph  to  the  Superintendent  upon  arrival 
•at  their  destination,  and  must  await  his  reply 
before  leaving  the  office. 

THE    SPEED    OF   TRAINS. 

The  maximum  speed  given  on  the  schedule 
for  each  grade  of  trains  must  not  be  exceeded.1 

Trains  must  not  arrive  at  a  station  ahead  of 
time,  nor  leave  a  station  before  the  time  speci- 
fied in  the  schedule,  nor  shall  they  run  faster 
between  stations  than  is  required  to  enable 
them  to  reach  a  station  in  season  to  start  from 
it  on  the  specified  time,  without  orders  from  the 
Superintendent.2 

When  trains  are  delayed,  the  lost  time  must, 
so  far  as  possible,  be  made  up  by  shortening 

1.  "  Special   trains,  whether   passenger,    fish,  horse,  cattle, 
goods,  coal,  or  otherwise,  must  be  run  as  nearly  as  practicable 
at  the  same  rate  of  speed  as  corresponding  trains,  shown  in 
the  working  time-table,  and  of  which  they  may  form  a  part, 
and  the  speed  of  special  trains  must,  in  no  case,  exceed  that 
of  such  corresponding  trains,  unless  under  specific  instructions 
from  the  Superintendent  of  the  line." — English  Standard. 

2.  "  Freight  trains  may  arrive  at   the  stations  for  meeting, 
and  for  wood  and  water,  and  to  take  on  freight,  ten  minutes 
before  the  time  stated  in  the  time-table." — Regulations,  1854. 

"  It  is  better  for  a  train  to  have  two  minutes  too  little  to 
spend  at  a  station  than  one  more  than  is  necessary,  as  stops  are 
tedious  to  passengers,  and  slow  running  is  better  for  the  road 
and  machinery ;  and  when  tardiness  is  noticed  in  the  wooding 
and  watering,  it  should  be  reported  to  the  Superintendent." 
—1853- 


Trains  and  Stations.  117 

the  stops  at  stations.1  No  risk  must  be  incurred 
for  the  purpose  of  making  up  lost  time. 

Mail  trains  must  not  be  run  at  such  speed  as 
to  prevent  the  mails  being  exchanged  at  all 
places  where  there  are  post  offices. 

A  speed  of  fifteen  miles  per  hour  will  pass, 
approximately,  seven  telegraph  poles  per  min- 
ute.2 

DIRECTIONS      APPLICABLE      ONLY     TO     DOUBLE 
TRACK   LINES. 

All  trains  in  either  direction,  when  running 
on  a  double  track,  will  invariably  take  the  right- 
hand  track.3 

On  a  double  track  road,  when  a  freight  train 
passes  over  to  the  opposite  track  to  allow  a 
passenger  train  running  in  the  same  direction  to 
pass  it,  if,  while  waiting,  a  passenger  train  in 
the  opposite  direction  arrives,  the  freight  train 
may  cross  back,  and  allow  it  to  pass ;  provided, 

1.  "  When  passenger  trains  are  behind  time,  the  engineer  is 
at  liberty  to  make  it  up,  in  whole  or  in  part,  with  the  consent 
of  the  conductor,  when  he  can  do  so  with  safety." — 1863. 

"  Their  trains  should  be  so  run  as  to  leave  at  stations  only 
the  necessary  time  for  doing  the  business  of  the  train,  that  as 
much  time  may  be  used  in  running  and  as  little  in  stops  as 
possible.  They  will,  after  attending  to  their  passengers,  see 
that  what  remains  to  be  done  to  enable  them  to  leave  the  sta- 
tion is  done  in  the  shortest  possible  time." — 1853. 

2.  U.S.  Road. 

3.  "  The  engine-driver  must  start  and  stop  his  train  carefully, 
and  without  a  jerk,  and  pass  along  the  proper  line,  which,  in 
the  case  of  an  ordinary  double  line,  is  the  left-hand  side  of  the 
permanent  way,  in  the  direction  of  which  the  engine  is  travel- 
ing."— Eng.  Standard. 


118  Railway  Service  : 

the  other  passenger  train  is  not  in  sight ;  and 
also  provided,  that  danger  signals  have  been 
sent  not  less  than  twelve  hundred  yards  in  the 
direction  of  the  expected  train,  as  provided  by 
rule  "  L  "  for  the  protection  of  trains. 

On  a  double  track  road,  when  it  is  necessary 
for  a  freight  train  to  cross  over  to  the  opposite 
track  to  allow  a  passenger  train  running  in  the 
same  direction  to  pass  it,  and  a  passenger  train 
running  in  the  opposite  direction  is  due,  danger 
signals  must  be  sent  back  twelve  hundred  yards, 
as  already  described  in  rule  "  L,"  and  the 
freight  train  will  not  cross  over  until  one 
of  the  passenger  trains  arrives.  Should  the 
following  passenger  train  arrive  first,  danger 
signals  must  be  sent  forward  (as  per  rule  re- 
ferred to  above),  not  less  than  twelve  hundred 
yards  in  the  direction  of  the  over-due  passen- 
ger train  upon  the  opposite  track  before  cross- 
ing over.  Great  caution  must  be  used,  and 
good  judgment  is  required  to  prevent  detention 
to  either  passenger  train ;  preference  should 
always  be  given  to  the  passenger  train  of  su- 
perior grade. 

If  an  obstruction  or  accident  make  it  neces- 
sary to  move  an  engine  or  train  in  the  wrong 
direction  on  a  double  track  road,  or  to  cross  over 
to  the  opposite  track  to  pass  around  such  ob- 
struction, obstructed  trains  or  engines  may  do 
so,  but  the  utmost  caution  must  be  used.  The 


Trains  and  Stations.  119 

conductor  of  the  obstructed  train  (or  in  his 
absence,  the  engineraan),  before  the  engine  is 
moved,  will  send  danger  signals  not  less  than 
one  mile  in  advance,  in  the  direction  in  which 
the  train  is  to  be  moved.  The  train  or  engine 
thus  moved  must  only  be  backed  or  run  to  the 
next  crossing,  and,  while  moving,  the  engine- 
-man will  frequently  sound  the  whistle,  and  not 
exceed  a  speed  of  four  miles  per  hour,  to  enable 
the  signalman  to  keep  the  required  distance  in 
advance. 

Freight  trains,  in  cases  described  in  the  fore- 
going rule,  must  clear  the  time  of  passenger 
trains  twenty  minutes. 

Upon  a  double  track  road  a  train  that  is  de- 
layed and  falls  back  on  the  time  of  another 
train  of  the  same  grade,  does  not  lose  its  rights, 
and  will  not  take  the  time  or  assume  the  rights 
of  another  train,  except  as  provided  for  herein, 
without  orders  from  the  Superintendent. 

Upon  a  double  track  road,  no  conductor  shall 
assume  the  rights  or  take  the  time  of  any  other 
train  without  special  orders  from  the  Superin- 
tendent, except  as  provided  in  the  following 
rule. 

A  train  overtaking  another  train  of  the  same 
or  superior  grade  will  not  run  around  it.  except 
the  train  ahead  is  disabled  by  accident,  but 
in  such  case,  the  train  passing  the  disabled  train 
will  assume  its  rights  and  report  the  fact  to  the 


120  Railway  Service. : 

Superintendent  from  the  next  telegraph  office. 
The  disabled  train  will  assume  the  rights  of  the 
last  train  passing  it,  and  report  to  the  Superin- 
tendent from  the  next  telegraph  office.  When 
the  rights  of  one  train  are  assumed  by  another 
train,  notice  of  the  fact  should  be  given  agents 
and  others  at  places  where  the  train  stops.1 

It  must  be  kept  constantly  in  mind  by  train- 
men, when  occupying  the  left-hand  track  of  a 
double  track  road  (i.  e.,  when  occupying  the 
wrong  track),  that  they  are  responsible  for 
keeping  out  of  the  way  of  trains  that  rightfully 
belong  on  such  track,  and  they  must  in  all  such 
cases  protect  trains  with  adequate  signals,  as 
described. 

Should  a  train,  which  has  been  telegraphed 
as  having  entered  a  tunnel,  not  emerge  there- 
from within  a  reasonable  interval  of  time,  the 

I.  A  prominent  company  having  a  double  track  road  pro- 
vides as  follows  where  a  delayed  train  impedes  other  trains  : 
"  Extra  freight  trains  running  ahead  of  regular  freight  trains 
can  take  the  time  of  such  regular  train  when  the  regular  is  be- 
hind its  table  time,  or  can  do  so  when  necessary  to  get  over 
portions  of  single  track.  Conductor  of  such  extra  must  leave 
written  notice  for  conductor  and  engineer  of  regular  train  in- 
forming them  that  he  has  then  and  there  taken  their  time,  and 
availed  himself  of  their  rights,  in  which  case  he  is  authorized 
to  make  the  time  of  the  train  under  whose  rights  he  is  running. 
It  must  be  distinctly  understood  that  subordinate  trains  or  en- 
gines are  still  subordinate.,  though  an  extra  freight  is  running 
on  the  rights  of  a  train  having  priority." 

It  will  be  noticed  that  no  provision  is  made  for  notifying  the 
Superintendent  of  the  transfer  of  rights  at  the  first  telegraph 
station,  from  which  it  may,  perhaps,  be  inferred  that  the  train 
that  assumes  the  rights  of  another  continues  to  exercise  those 
rights  until  it  arrives  at  its  destination. 


Trains  and  Stations.  121 

signalman  toward  whom  the  train  is  approach- 
ing must  prevent  any  train  in  the  opposite 
direction  entering  the  tunnel,  through  which 
there  is  a  double  line  of  rails,  until  he  has  ascer- 
tained that  the  line  on  which  it  has  to  run 
through  the  tunnel  is  clear. 

Should  an  engineman  observe  anything  wrong 
on  the  line  of  rails  opposite  to  that  on  which  his 
train  is  running,  he  must  sound  the  whistle  and 
exhibit  a  danger  signal  to  any  train  or  engine 
he  may  meet,  and  stop  at  the  first  station  and 
report  to  the  person  in  charge  what  he  has 
observed.  Should  he  meet  an  engine  or  train 
too  closely  following  any  preceding  engine  or 
train,  he  must  sound  the  whistle  and  exhibit  a 
caution  or  danger  signal,  as  occasion  may 
require,  to  the  enginemen  of  such  following 
engine  or  train. 

Upon  a  double  track  road,  when  a  portion  of 
a  train  is  left  upon  the  main  line,  from  accident 
or  inability  of  the  engine  to  take  the  whole  for- 
ward, the  engineman  must  not  return  for  it  on 
the  same  line  except  by  written  instructions 
from  the  conductor,  but  must  go  on  the  proper 
line  and  cross  at  the  nearest  point  behind 
the  part  left  (unless  there  is  a  crossing  in  its 
immediate  front),  which  he  must  push  before 
him  till  convenient  to  go  in  front  again  with 
the  engine.  If  the  engineman  finds  it  necessary 
to  return  to  the  rear  portion  of  his  train  on  the 


122  Railway  Service  : 

same  line,  he  must,  before  starting  with  the 
front  portion,  send  his  fireman  back  to  the  con- 
ductor to  obtain  the  necessary  written  instruc- 
tions authorizing  him  to  do  so,  and.  if  he  give 
such  instructions,  the  conductor  must  continue 
to  protect  his  train  in  the  rear  and  prevent  a 
following  train  pushing  it  ahead,  except  upon 
inclines  worked  under  special  rules.1 

I.  "  In  the  event  of  an  accident  occurring,  whereby  one  of  the 
main  lines  is  obstructed,  the  traffic  in  both  directions  must  be 
carried  on  by  the  other  line  ;  but  this  must  not  be  done  until 
the  following  rule  is  rigidly  put  in  force : 

"  A  pilot  engine  must  at  once  be  procured,  and  in  the  event 
of  there  not  being  a  pilot  at  hand,  the  engine  of  a  goods  or 
coal  train  must  be  taken  temporarily  for  the  purpose,  and 
written  orders  having  been  given,  at  both  ends  of  the  single 
line,  by  the  chief  officer  on  the  spot,  that  no  engine  or  train  be 
allowed  to  go  on  to  it  without  the  pilot  engine  is  at  the  end 
from  which  the  train  is  about  to  start,  the  district  agent,  clerk 
in  charge  of  the  principal  station  near  which  the  obstruction 
has  taken  place,  or  other  officer,  will  proceed  to  pass  the  traffic 
on  one  line,  accompanying  the  pilot  engine  backwards  and  for- 
wards, and  directing  the  arrangements  at  both  ends  of  the 
single  line.  If  no  pilot  engine  can  be  procured,  one  man, 
whose  name  must  be  given  to  the  person  in  charge  of  such 
contiguous  stations  or  crossings,  must  be  appointed,  in  writing, 
to  act  as  pilptman,  and  he  must  ride  on  every  train  or  engine 
in  both  directions,  and  no  train  or  engine  must  move  from  the 
said  stations  or  crossings  unless  this  man  is  riding  with  it :  and 
this  one  man  must  continue  riding  to  and  fro  between  the  afore- 
said places  until  relieved,  and  a  successor  named  in  writing,  at 
the  two  ends  of  the  single  line  then  being  worked." — Gt,  Nor. 
Ry.  Eng. 

"In  case  of  accident  blocking  or  breaking  one  track  and 
requiring  a  train  to  pass  along  the  wrong  track,  the  utmost 
caution  must  be  exercised,  and  no  train  or  engine  must  be  per- 
mitted to  proceed  on  the  wrong  line  without  a  memorandum  in 
writing  from  the  person  in  authority  at  the  spot  where  the 
accident  had  happened,  and  station  agents  must  be  satisfied 
that  such  orders  have  been  given  and  received,  that  all  trains 
have  been  stopped  until  the  arrival  of  the  one  they  dispatched 
on  the  wrong  track." — N.  Y.  Road,  1854. 


Trains  and  Stations.  123 

THIRD   TRACK,    OR   MIDDLE   SIDINGS.1 

The  middle  sidings,  or  third  track,  must  be 
used  by  trains  (in  either  direction)  whenever  it 
is  necessary  to  turn  out  to  allow  trains  of  a  su- 
perior class  running  in  the  same  direction  to 
pass  them. 

A  half-way  post  will  be  placed  in  the  center 
of  each  middle  siding  ;  trains  in  either  direction 
may  run  to  the  half-way  post  at  a  speed  not 
exceeding  six  miles  per  hour,  but  must  not  run 
beyond  it,  except  under  the  protection  of  dan- 
ger signals. 

When  trains  pass  the  half-way  post,  they 
must  run  at  a  speed  not  exceeding  four  miles 
per  hour,  to  enable  the  signalman  to  keep  not 
less  than  six  hundred  yards  in  advance  of  the 
train. 

When  two  trains  meet  on  a  middle  siding,  the 
train  nearest  the  switch  shall  be  backed,  keeping 
a  flagman  not  less  than  six  hundred  yards  in 
advance ;  but  when  there  are  crossing-switches 
in  the  center  of  a  middle  siding,  they  must  be 
used  in  all  cases  when  the  backing  of  either 
train  from  the  siding  on  to  the  main  track  can 
be  avoided. 

All  trains  are  required  to  use  middle  sidings 

I.  No  changes  whatever  have  been  made  by  me  in  the  regu- 
lations governing  the  use  of  the  third  track.  I  have  accepted 
them  just  as  I  find  them  in  operation  on  one  of  our  greatest  as 
well  as  one  of  our  most  carefully  managed  roads. — M.  M.  K. 


124  Railway  Service  : 

with  great  care ;  they  must  invariably  run 
expecting  to  meet  an  opposing  train,  whether 
opposing  trains  are  due  or  not. 

• 

COUPLING   CARS. 

Care  must  be  exercised  by  persons  when 
coupling  cars. 

The  coupling  apparatus  of  cars  or  engines  is 
not  always  uniform  in  style,  size  or  strength, 
and  is  liable  to  be  broken. 

It  is,  therefore,  dangerous  to  expose  the  hands, 
arms  or  persons  of  those  engaged  in  coupling 
cars. 

Employe's  are,  therefore,  directed  to  examine, 
so  as  to  know  beforehand,  the  kind  and  condi- 
tion of  the  drawhead,  drawbar,  link  and  coup- 
ling apparatus,  and  are  prohibited  from  placing 
in  the  trains  any  car  with  a  defective  coupling. 
Sufficient  time  is  allowed  and  may  be  taken  by 
employes  to  make  the  examination  required. 

Coupling  by  hand  is  prohibited  in  all  cases 
where  a  stick  can  be  used  to  guide  the  link  or 
shackle ;  and  each  switchman,  brakeman  or 
other  employ^  who  may  be  expected  to  couple 
cars,  is  required  to  provide  himself  with  a  stick 
for  that  purpose. 

Uncoupling  cars  while  in  motion  should  also 
be  avoided. 


Trains  and  Stations.  125 


MISCELLANEOUS  ORDERS  RELATIVE   TO  TRAINS. 

Regular  trains  will  be  run  in  accordance  with 
the  schedule,  except  when  otherwise  ordered 
by  the  Superintendent. 

No  passenger  train  must  be  stopped  at  a  sta- 
tion where  it  is  not  timed  to  call,  for  the  pur- 
pose of  taking  up  or  setting  down  passengers, 
without  special  authority.1 

The  time  indicated  in  the  schedule  is  the 
arriving  time  of  trains,  except  when  the  time 
of  departure  is  expressly  stated. 

Large,  full-faced  figures  upon  the  schedule, 
opposite  a  station,  indicate  that  other  trains  are 
met  or  passed  at  that  station. 

Trains  shall  be  run  uniformly  and  steadily 
between  stations,  and  delayed  as  little  as  pos- 
sible for  fuel  and  water,  and  for  the  transaction 
of  station  business. 

Passenger  trains  shall  be  drawn,  not  pushed, 
except  in  case  of  accident  or  other  emergency.2 

When  express  or  freight  cars  are  hauled  in  a 

1.  "All  passenger  trains  are  to  stop  at  the  stations  men- 
tioned on  the  time  bills,  whether  there  be  passengers  to  alight 
from  the  carriages  or  not." — Gt.  Northern  Ry.  Eng. 

2.  "  No  engine  must  be  allowed  to  push  a  train  of  carriages 
or  wagons  on  the  main  line,  unless  within  station  limits,  but 
must  in  all  cases  draw  it,  except  under  special  regulations  when 
assisting   up  inclines,  or  when   required  to  start  a  train  from  a 
station.     In  case  of  an  engine  being  disabled  on  the  road,  the 
succeeding  engine  may  push  the  train  slowly  to  the  next  siding, 
or  cross-over  road,  at  which  place  the  pushing  engine  must  take 
the  lead." — English  Standard. 


126  Railway  Service : 

passenger  train,  they  must  be  placed  next  to  the 
engine. 

No  train  shall  start  without  a  signal  from  its 
conductor,  and  conductors  must  not  give  the 
signal  until  they  know  that  the  cars,  including 
the  air  brake  hose,  are  properly  coupled. 

At  points  where  registers  are  kept,  or  where 
train  boards  or  indicators  are  located,  it  is  the 
duty  of  those  in  charge  to  see  that  the  arrival 
and  departure  of  trains  are  accurately  and 
promptly  noted  thereon,  the  grade  of  the  train 
being  given  in  each  instance. 

When  the  track  is  clear,  a  white  signal 
must  be  displayed  from  stations  where  trains 
pass  without  stopping. 

Pieces  of  wood  or  coal  must  not  be  thrown 
from  an  engine  or  train  when  in  motion,  lest  sec- 
tionmen  or  others  be  injured  thereby. 

Flying  switches  must  not  be  made,  except 
at  places  or  by  persons  authorized  by  the 
Superintendent.  In  the  absence  of  such 
authority  a  switch  rope  must  be  used.1 

No  person  will  be  permitted  to  ride  on  the 
engine  or  tender  without  an  order  from  the 
Superintendent,  except  the  engineman,  fireman, 
inspector  of  engines,  and  road  masters  in  the 

i.  "  Double  shunting  is  strictly  prohibited,  except  when 
done  by  engines  specially  used  for  the  purpose  of  shunting, 
and  attended  by  experienced  shunters.  Fly  shunting  of  empty 
vehicles  against  loaded  passenger  trains,  and  of  vehicles  con- 
taining passengers  or  live  stock  is  strictly  prohibited." — Eng- 
lish Standard. 


Trains  and  Stations.  127 

discharge  of  their  duties  on  their  respective 
divisions,  and  trainmen,  in  cases  of  accident, 
or  whenever  necessary. 

Employes,  when  on  duty  in  connection  with 
the  train  service,  will  be  under  the  authority, 
and  conform  to  the  orders,  of  the  Superin- 
tendent of  the  division  upon  which  they  may 
happen  to  be  at  work. 

Mail  agents,  messengers  of  express  compa- 
nies, sleeping  car  conductors  and  porters,  news 
agents,  and  individuals  in  charge  of  private 
cars,  must  consider  themselves  as  employe's  in 
all  matters  connected  with  the  movement  and 
government  of  trains,  and  must  conform  to  the 
directions  of  the  conductors  of  the  trains  upon 
which  they  may  be  employed. 

Conductors  and  enginemen  are  required  to 
compare  time  daily  with  the  standard  time  of 
the  company. 

In  order  to  insure  uniform  time  being  kept 
at  all  the  stations  on  the  line,  to  which  time 
is  not  telegraphed,  the  following  regulations 
should  be  strictly  observed : 

Each  conductor  must,  before  starting  on  his 
journey,  satisfy  himself  that  his  watch  is  cor- 
rect with  the  standard  clock,  and  must  again 
compare  it,  and  regulate  it,  if  necessary,  at 
the  end  of  his  journey,  before  commencing  his 
return  trip. 

The  conductor  in  charge  of  the  first  passen- 


128  Railway  Service  : 

ger  train  (starting  after  8  A.  M.),  stopping  at 
all  stations  on  the  portion  of  the  main  line,  or 
branch  over  which  it  runs,  must,  on  his  arrival 
at  each  station  at  which  there  is  no  telegraph 
office,  give  the  agent  or  other  person  in  charge 
the  precise  time,  in  order  that  the  station  clock 
may  be  regulated  accordingly ;  and,  in  the  event 
of  the  time  given  by  the  conductor  differing 
from  that  of  the  station  clock,  the  latter  must 
be  altered  to  agree. 

The  agents  will  be  held  responsible  for  keep- 
ing their  clocks  properly  regulated  in  accordance 
with  this  order,  and  must  at  once  report  to  the 
Superintendent  any  serious  defects  that  may 
occur  in  their  working,  in  order  that  the  neces- 
sary steps  may  be  taken  for  their  immediate 
repair. 

Conductors  of  trains  running  at  night,  upon 
a  single  track  road,  are  required  to  report  in 
person  to  the  operator  at  every  night  telegraph 
office  at  which  they  stop. 

At  night  the  conductors  of  freight  trains  will 
make  and  sign  duplicate  statements  (memo- 
randum cards)  of  the  time  of  leaving  each 
station,  and  give  such  statements  to  the  tele- 
graph operator,  or,  in  case  there  is  no  operator, 
to  the  watchman.  When  the  next  train  going 
in  the  same  direction  arrives,  the  operator  or 
watchman  will  hand  the  copy  to  the  engineman 
of  such  train.  Enginemen  will  be  on  the  look- 


Trains  and  Stations.  129 

out  to  receive  such  notices  as  they  pass  stations. 
At  stations  where  train  registers  are  kept  for 
the  information  of  trainmen,  this  rule  need  not 
be  observed. 

All  accidents,  detention  of  trains,  failure  in 
any  way  of  engines,  or  defects  in  the  road  or 
bridges,  must  be  reported  to  the  Superintendent 
by  telegraph  from  the  next  station.1 

THE   TRACK.3 

"  The  laborers  must  be  in  squads  of  such  num- 
ber and  force  as  the  roadmaster  may  direct, 
and  to  each  squad  there  must  be  a  foreman, 
who  must  work  constantly  with  his  squad,  and 
be  held  responsible  for  the  faithful  and  efficient 
execution  of  the  work  under  his  care."3 

The  safety  of  life  and  property  requires  that 
sectionmen  should  be  especially  vigilant  in  foggy 
weather  and  during  and  after  storms.4 

1.  "Conductors    and    engineers    are     required    to    report 
promptly  any  defect   they  may  discover  in   the   track,  to  the 
Superintendent  of  repairs  of  track." — 1853. 

2.  Generally  speaking,  only  those  rules  that  immediately 
affect  the  movement  and  safety  of  trains  are  embraced  herein. 
"THE  ROAD-MASTER'S  ASSISTANT,"  by  Huntington,  revised  by 
Latimer,  C.  E.  A.  A.  G.  W.  R.  W.,  and  published  under  the 
auspices  of  the  Railroad  Gazette,  contains  a  very  clear   and 
exhaustive  statement  of  the  duties  and  responsibilities  of  track- 
men.    It  is  worthy  of  the  perusal  of  managers  and  trackmen. 
— Regulations,  1854. 

3.  "In  each  gang  of  platelayers  or  men  repairing  the  per- 
manent  way,   there    shall  be   a  foreman   or  ganger" — Eng. 
Standard. 

4.  "  They  must  see  that  after  all  heavy  winds,  rains,  and 
other  storms,  and  during  the  same,  the  men  are  out  on  the  road 

9 


130  Railway  Service  : 

In  no  case,  except  in  the  most  absolute 
necessity,  is  a  rail  to  be  displaced  or  any  other 
work  to  be  performed,  by  which  an  obstruction 
may  be  made  to  the  passage  of  the  trains  during 
a  fog  or  snow  storm,  and  the  times  for  effecting 
repairs  which  involve  the  stopping  of  trains 
must,  as  far  as  practicable,  be  so  selected  as  to 
interfere  as  little  as  possible  with  the  passage 
of  the  traffic.1 

"  In  case  of  accident  to  trains  the  nearest 
section  foreman  will  at  once  take  his  whole 

ready  to  render  such  assistance  as  may  be  required,  and  to 
give  proper  warning  to  the  trains,  and  to  repair  such  damages 
and  remove  such  obstructions  as  are  necessary. 

"  In  foggy  weather,  when  a.  train  can  not  be  seen  at  three 
hundred  yards,  all  the  foremen  and  laborers  must  leave  their 
ordinary  work,  and  the  foreman  must  range  them  along  his 
portion  of  the  line,  over  which  they  must  walk  up  and  down, 
driving  such  spikes  and  keys,  or  doing  such  other  work  as  needs 
attention,  and  be  ready  to  give  notice  of  danger  to  the  signal- 
men or  the  trains. 

"  They  must  see  that  such  buckets,  axes,  and  other  tools 
are  kept  at  the  bridges  and  other  structures,  as  to  protect  them 
from  fire  and  other  damage  ;  and  that  each  squad  of  laborers 
is  supplied  with,  and  keeps  ready  for  use  when  at  work  on  the 
road,  white  and  red  flags,  lanterns,  and  torpedoes. 

"  They  must  see  that  all  rocks,  stones,  earth,  trees,  stumps, 
and  other  things  that  are  likely  and  liable  to  fall  on  the  track 
or  endanger  the  trains,  be  thrown  down  or  removed,  and  such 
other  measures  taken  as  to  insure  the  safety  of  the  road."  1854. 

"  Trackmen  should  appreciate  the  fact,  that  the  safety  of 
the  lives  of  passengers,  and  of  the  property  transported  over 
the  road,  is  largely  dependent  upon  their  watchfulness  and 
discretion,  and  that  any  failure  to  discharge  their  duties 
promptly  and  thoroughly  may  result  in  the  destruction  of  both." 
1863. 

I.  "  In  all  cases,  before  taking  out  a  rail,  the  platelayer  must 
have  at  the  spot  a  perfect  rail  in  readiness  to  replace  it." — Eng. 
Standard. 


Trains  and  Stations.  131 

force  to  the  assistance  of  the  train,  even  if  it  is 
not  on  his  own  section. 

"  In  case  of  a  wreck,  foremen  must  at  once 
appoint  the  necessary  watchmen  to  prevent 
freight  or  company's  property  from  being  stolen. 
Said  watchmen  are  to  remain  on  duty  until  the 
goods  are  removed. 

"  On  receiving  notice  of  a  wreck  or  accident 
they  (roadmasters)  must  at  once  proceed  to 
the  place  and  take  full  charge  and  control  of  all 
track  forces  and  construction  trains  ;  put  the 
track  in  condition  for  the  safe  passage  of  trains  ; 
and  remove  the  wreck  with  the  quickest  possi- 
ble dispatch."1 

The  gravel  or  ballast  unloaded  along  the  line 
must  be  promptly  spread  upon  the  track,  so  as 
not  to  endanger  the  safety  of  trains.2 

Fuel,  ties,  or  material  of  any  kind  must  not  be 
piled  within  six  feet  of  the  main  track. 

"  In  lifting  the  permanent  way,  no  lift  must 
be  greater  than  three  inches  at  once,  and  then 
it  must  be  effected  in  a  length  of  at  least 
twenty  yards,  in  such  a  manner  as  not  to  occa- 
sion any  sudden  change  of  gradient.  Both 
rails  must  be  raised  equally  and  at  the  same 

1.  Southern  Line. 

2.  "  No  ballast  must  be  thrown  up  to  a  higher  level  between 
the  rails  than  three  inches,  and  it  must  be  thrown  as  much  as 
possible  on  the  outside  of  each  line  and  between  the  two  lines, 
and  be  replaced  as  soon  as  possible.      The  rails  must  be  kept 
clear  of  gravel,  ballast,  or  any  other  material." — Eng,  Standard. 


132  Railway  Service  : 

time,  and  the  ascent  must  be  made  in  the 
direction  in  which  the  trains  run."1 

When  making  repairs  that  obstruct  the  track, 
or  jeopardize  the  safety  of  passing  trains,  sec- 
tionmen  must  place  danger  signals  upon  the 
track,  as  required  by  rule  "  L,"  for  the  protec- 
tion of  trains.2 

If  the  track  is  in  bad  order,  or  if,  for  any 
other  reason,  it  is  desired  that  trains  should  run 
slowly,  green  signals  must  be  used.3 

Sectionmen  must  keep  the  fences  in  good 
order  at  crossings  and  at  each  side  of  the  track  ; 
they  must  see  that  all  breaks  are  repaired 

1.  English  Standard. 

2.  "  When  repairing,  lifting  the  line,  or  performing  any  ope- 
ration so  as  to  make  it  necessary  for  a  train  to  proceed  cau- 
tiously, the  foreman  or  ganger  must  send  a  man  back  at  least 
half  a  mile,  and  as  much  farther  as  the   circumstances  of  the 
case  render  necessary,  who  must  exhibit  the  •"  caution"  signal 
so  as  to  be  plainly  visible  to  the  engine  driver  of  the  approach- 
ing train. 

"  Each  gang  of  platelayers  or  laborers  must  be  supplied 
by  the  inspector  of  permanent  way  for  the  district  with  two  sets 
of  day  signals,  two  hand  signal  lamps,  if  working  after  dark, 
and  a  proper  number  of  detonators.  Each  ganger  will  be  held 
responsible  for  having  his  signals  constantly  in  proper  order 
and  ready  for  use." — Eng.  Standard. 

3.  "  A  green  flag,  or  a  green  light,  exhibited  by  platelayers, 
indicates  that  trains  and  engines  must  reduce  speed  to  fifteen 
miles  an  hour  over  the  portion  of  line  protected  by  such  green 
signal.     The  "  caution  "  signal  must  always  be  exhibited  at  a 
distance   of  at   least   half  a  mile  from  the  point  where  it  is 
required  that  the  speed  of  trains  and  engines  should  be  reduced 
and  as  much  further  as  the  circumstances  of  the  case  render 
necessary." — English  Standard. 


Trains  and  Stations.  133 

without  delay  j1  that  cattle  guards  are  kept  in 
repair ;  that  all  gates  that  are  found  open  are 
closed,  and  that  all  bars  found  down  are  put  in 
proper  condition.2 

When  watchmen  are  employed,  they  must 
walk  over  the  track  and  carefully  inspect  the 
same,  at  intervals  between  the  passage  of 
trains.3  It  is  the  duty  of  watchmen  (and 
switchmen  and  agents  as  well)  to  signal  trains 
that  disregard  the  regulations  prescribing  the 

1.  "  Surely,  it  is  far  better  to  stop  a  hand  car  and  repair  a 
fence  than  to  subject  a  company  to  damages  for  killing  stock, 
with  the  additional  expense  occasionally,  of  a  wrecked  train. 

In  a  word,  men,  when  passing  over  a  road  with  a  hand  car, 
should  be  prompt  to  remedy  every  defect  they  discover.  It 
should  be  a  rule  never  to  postpone  any  work  of  repairs  that 
can  be  done  on  the  instant." — The  Roadmasters  Assistant, 
p.  118. 

2.  "Gangers  must  close  and  fasten  all  gates  they  find  open, 
and  report  the  circumstances,  in  order  that  the  persons  who 
are  required  to  keep  such  gates  closed  and  fastened  may  be 
charged  with  the  penalties." 

"The  gangers  must  take  care  to  maintain  proper  scotches 
on  all  sidings  requiring  them." — English  Standard. 

3.  "  Whenever  any  person  has  occasion  to  walk  on  the  rail- 
way he  must  not  walk  on  either  line  of  rails,  but  on  the  right 
hand  side  of  the  line,  off  the  ballast,  clear  of  passing  engines 
or  trains." — Great  Northern  Railway  of  England. 

"Gangers  must  order  off  the  railway  all  persons  tres- 
passing within  the  fences,  and  must  do  their  best  to  obtain  the 
trespasser's  name  and  address.  If  any  trespasser  persists  in 
remaining,  they  must  take  him  to  the  nearest  station  and  give 
him  in  charge  of  the  station  master  or  police  there  ;  or  (if  any 
police  constable  be  nearer  than  the  nearest  station)  gangers 
must  give  the  trespasser  in  charge  of  such  constable,  and  at 
once  report  having  done  so  to  the  nearest  station," — Great 
Western  Railway  of  England. 


134  Railway  Service  : 

time  and  distance  that  must  elapse  between 
trains  that  are  following  each  other.1 

Trackmen  must  observe  the  condition  of  the 
telegraph  lines  as  they  pass  over  their  sections, 
and  in  the  event  the  line  is  broken  or  obstructed, 
they  will  make  such  temporary  repairs  as  may 
be  required,  reporting  the  circumstances  of  the 
case  to  the  operator  at  the  next  telegraph  sta- 
tion. 

"  Each  ganger  is  required,  in  the  event  of 
storms  or  floods,  to  examine  carefully  the 
action  of  the  water  through  the  culverts  and 
bridges  on  his  length  of  line  ;  and  should  he 
see  any  cause  to  apprehend  danger  to  the 
works,  he  must  immediately  exhibit  the  proper 
signals  for  the  trains  to  proceed  cautiously,  or 
to  stop,  as  necessity  may  require,  and  inform 
the  inspector  thereof ;  and  until  the  inspector 
arrives,  he  must  take  all  the  precautionary 
measures  necessary  for  securing  the  stability  of 
the  line."2 

1.  "  The  foreman  and  other  men  of  the  squads  must  look  at 
every  passing  train,  and  if  they  see  a   train   running  on  the 
same  track,  within  ten  minutes  of  another  train,  or  anything 
wrong,  they  must  signal  to  the  engineman  with  a  red  signal, 
and  they  must  report  to  the  trackmaster  when  an  engineman 
does  not  obey  the  signals." — 1854. 

"  Where  the  line  is  not  worked  under  the  block  tele- 
graph regulations,  if  a  passenger  train  approach  within  ten 
minutes  of  a  goods,  cattle,  mineral,  or  ballast  train,  or  light 
engine,  the  men  repairing  the  line  must  give  the  engine-driver 
of  such  passenger  train  a  signal  to  go  slowly." — Eng.  Standard. 

2.  G.  W.  Ry.,  England. 


Trains  and  Stations.  135 

• 

They  must  see  that  the  ditches  are  kept 
open,  and  that  the  water  courses  under  the 
bridges  and  culverts  are  not  allowed  to  become 
clogged  or  obstructed.1 

In  wet  weather,  and  during  and  after  snow 
storms,  they  must  use  every  effort  to  prevent 
delay  or  accident  to  trains. * 

Track  foremen  must  carefully  inspect  every 
portion  of  the  section  under  their  charge  at 
least  once  each  day.3 

"Each  ganger  must,  when  going  over  his 
length  of  line  to  examine  the  keys  and  fasten- 
ings of  the  rails,  have  with  him  a  keying  ham- 
mer and  spanners  or  nut  keys,  and  be  prepared 
promptly  to  supply  keys,  nuts,  packings,  fast- 

1.  "  They  will   be  particular   not    to   allow  standing  water 
upon  any  part   of  their  line,  but  keep  the    ditches  open   and 
free  at  all  times,  and  keep  flood-wood  away  from  the  culverts, 
bridges,  and  water-courses." — 1853. 

2.  "  Their  whole  time  will  be  devoted  to  their  duties  in  the 
service  of  the  company,  and  generally  their  services  are  more 
urgently  required  in  bad,  inclement  weather  than  at  any  other 
time." 

"  In  winter,  it  is  as  much  their  duty  to  keep  the  track 
clear  from  snow  and  ice,  as  far  as  it  is  possible,  as  to  keep  it 
in  repair.  At  this  season  every  possible  effort  should  be  made 
to  keep  the  read  open,  and  insure  the  regularity  of  trains." — 
1853- 

3.  "  Each  ganger   must  walk  over  his  length  of  line  every 
morning  and  evening  on  week  days  (except   where    the    engi- 
neers consider  once  each   day  sufficient,  and   have  laid  down 
such   instructions   in  writing)  and  where  passenger  trains  are 
run,  once  on  Sundays,  and  tighten  up  all  keys  and  other  fast- 
enings that  may  be  loose;  and  he  must  examine  the  line,  level, 
and  gauge  of  the  road,  and  the  state  of  the  joints,   marking, 
and  if  necessary,    repairing  such   as   are   defective." — G.     W. 
Ry.,  Eng. 


136  Railway  Service  : 

enings,  or  other  parts  of  the  permanent  way 
that  may  be  required."1 

"  No  Avagon  or  other  vehicle  employed  in 
the  permanent  way  department  must  be  left 
in  any  siding  without  the  wheels  nearest  to  the 
entrance  into  the  main  line  being  properly 
scotched  and  secured."2 

No  notice  will  be  given  trackmen  of  the  pas- 
sage of  trains,  and  they  must  therefore  govern 
themselves  accordingly.3 

Section  foremen  must  report  to  the  Superin- 
tendent any  neglect  upon  the  part  of  trainmen 
to  properly  regard  danger  or  caution  signals. 

Old  or  unused  material  of  every  kind  upon 
the  line  of  the  road,  or  at  stations  or  shops, 
must  be  carefully  collected  and  preserved.4 

1.  G.W.  Ry.,  England. 

2.  English  Standard. 

3.  "On  no  occasion,   except  in  cases  of   emergency  or  of 
accident,  and  never  at  night,  or  in  a  fog,  or  when  a  train  is 
due,  must  a  trolley  be  run  in  the  wrong  'direction,  and  in  such 
cases  the  trolley  must  be  preceded  at  a  distance  of  not  less 
than  a  mile  by  a  man   with  a  red  flag  and  detonators.      In 
tunnels  a  red  light  must  always  be  used."  —  Great  Wes.Ry.  Eng. 

"  In  the  case  of  a  single  line,  the  trolley  must  be  so  protected 
in  both  directions.  No  trolley  must,  in  any  cas^  ,  be  placed 
on  the  line,  except  by  the  platelayers  and  with  the  knowledge 
of  the  ganger,  who  is  responsible  for  seeing  it  properly  pro- 
tected and  used.  No  trolley  must,  under  any  circumstances,  be 
attached  to  a  train,  and  all  trolleys  when  not  in  use  must  be 
taken  off  the  rails,  placed  well  clear  of  the  line,  and  the  wheels 
secured  with  chain  and  padlock."  —  Eng.  Standard. 


4.  "  They  will  protect  the  materials  or  property  of  the  com- 
pany (whether  new  or  old)  upon  their  line  from  depredation, 
loss  or  injury,  and  keep  it  properly  and  neatly  piled  up,  ready 
for  use  or  removal."  —  1853. 


Trains  and  Stations.  137 

"All  luggage,  goods,  or  articles  found  on  the 
line  must  immediately  be  taken  to  the  nearest 
station,  and  a  report  made  containing  the  best 
information  that  can  be  obtained  respecting  the 
train  from  which  they  may  have  fallen. l 

"  Trackmen  working  in  a  tunnel,  when  trains 
are  approaching  in  both  directions,  must,  if 
unable  to  reach  any  recess  in  the  walls,  lie 
down  either  in  the  space  between  the  two  lines 
of  rails,  or  between  the  line  and  the  side  of  the 
tunnel,  until  the  trains  have  passed.  The  width 
of  the  space  depends  on  the  construction  of  the 
tunnel,  with  which  every  man  must  make  him- 
self acquainted  in  order  that  he  may  select  the 
place  which  affords  the  greatest  safety."  2 

Trackmen  must  desist  from  work  upon  a 
train  approaching,  and  must  not  cross  over  to 
the  other  lines,  but  move  to  the  side  of  the 
road,  clear  of  all  the  lines,  to  secure  themselves 
from  the  risk  of  accident  by  trains  running  in 
opposite  directions. 

In  the  event  of  any  fire  taking  place  upon  or 
near  the  line,  employe's  must  take  immediate 
measures  for  putting  it  out.3 

1.  Eng.  Standard. 

"Anything  which  may  have  been  lost  from  a  passing  train, 
such  as  a  casting,  nut,  screw,  or  bolt,  or  any  piece  of  machin- 
ery, piece  of  freight,  baggage,  or  other  matter,  they  will  pick 
up  and  carry  to  a  regular  station,  and  deliver  to  the  station- 
agent." — Old  Rule. 

2.  Eng.  Road. 

3.  "  Careless  firemen  frequently  throw  overboard  handfuls  of 
dirty  waste,  which   at  any  time  may  be  ignited  by  a  spark 


138  Railway  Service : 

Bridges  and  culverts  should  be  carefully 
inspected  after  the  passage  of  each  train  ;  but 
where  this  is  impossible  they  must  be  examined 
daily,  or  oftener  if  sectionmen  have  occasion 
to  pass  over  them.  All  defects  should  be 
promptly  remedied,  and  in  the  event  sparks, 
burning  waste,  fuel  or  fire  of  any  kind  is 
observed,  it  should  be  put  out.1 

u  Before  removing  any  traveling  crane,  the 
person  in  charge  of  it  must  see  that  the  jib  is 
properly  lowered  and  secured,  and  so  fixed  that 
it  will  pass  under  the  gauge,  and,  when  it  has 
to  be  removed  by  train,  it  must,  when  practi- 
cable, be  so  placed  that  the»jib  will  point  towards 
the  rear  of  the  train. 

"  Whenever  a  crane  is  in  use  whereby  the 
jib,  or  any  other  portion  of  it,  obstructs  or  fouls 
%any  line  of  rails  in  use  for  traffic  purposes,  or 
whenever,  by  any  possibility,  during  the  load- 
ing of  round  timber,  long  timber,  angle  iron,  or 

from  a  passing  locomotive.  Fire  may  be  carried  thence  into 
the  dry  grass  by  the  roadside,  afterwards  into  the  fence,. and 
soon  to  the  hay  stacks,  buildings,  wood  piles,  etc." — The 
Roadmasters"  Assistant,  p.  1 1 6. 

i.  "When  a  gang  of  tiackmen  engaged  at  work  discover  a 
smoke  on  a  line,  they  should  at  once  attend  to  it.  It  should 
be  a  rule  at  all  times  never  to  neglect  the  least  indication  that 
a  fire  has  caught  on  the  line.  On  more  than  one  occasion 
expensive  bridges  have  been  destroyed  owing  to  a  neglect  to 
stop  the  hand  car  and  remove  a  live  coal  of  fire  dropped  by  a 
locomotive,  or  to  put  out  a  fire  caused  by  a  spark  from  a  smoke 
stack  lodging  in  a  decayed  spot  of  timber.  Some  of  the  worst 
wrecks  on  record  have  been  taken  out  of  culverts  where  a 
stringer  has  been  nearly  burned  through." —  The  Roadmasters' 
Assistant,  pp.  116-117. 


Trains  and  Stations.  139 

other  articles  of  great  length,  the  main  line  may 
be  obstructed,  it  is  incumbent  on  the  person  in 
charge  of  the  loading  to  place  danger  signals  ": 
as  required  by  rule  "L." 

MOVEMENT   OF   TRAINS   BY   TELEGRAPH. 

Superintendents  and  train  dispatchers  are 
the  only  persons  authorized  to  move  trains  by 
special  orders,  and  but  one  person  on  the  same 
subdivision  of  a  road  should  be  permitted  to 
move  trains  by  special  orders  at  the  same  time. 

Before  an  order  is  given  by  telegraph  for  two 
or  more  trains  to  meet  at  a  given  station,  the 
red  signal  to  stop  the  trains  must  first  be  dis- 
played at  such  meeting  point,  and  until  this  is 
done  no  order  must  be  sent  to  either  train. 

When  a  meeting  or  passing  point  is  to  be 
made  by  two  or  more  trains,  the  order  must  be 
definite  and  conclusive  ;  it  should  first  be  sent  to 
the  conductor  having  the  right  to  the  road. 

If  it  is  desired  to  give  a  train  the  right  to 
run  against  a  passenger  train,  the  order  must 
first  be  sent  to  the  conductor  of  the  latter,  and 
no  order  must  be  given  the  opposing  train  until 
the  receipt  of  a  satisfactory  reply  from  the  con- 
ductor of  the  passenger  train.  And  in  the 
same  way,  before  giving  a  passenger  train  the 
right  to  the  road,  over  a  train  possessing  such 
right,  the  order  should  first  be  sent  to  the  train 

i.  English  Road. 


140  Railway  Service  : 

having  the  right  to  the  road ;  when  a  satisfac- 
tory reply  has  been  received  from  the  conduc- 
tor of  such  train,  then  the  order  may  be  trans- 
mitted to  the  other  train. 

A  train  of  an  inferior  grade  must  not  be 
directed  to  move  ahead  of  a  regular  train  of  a 
superior  grade,  unless  it  shall  have  full  schedule 
time  (according  to  the  regulation  for  trains  of 
that  grade)  to  reach  the  point  to  which  it  is 
ordered,  in  advance  of  the  time  at  which  the 
train  of  a  higher  grade  is  due  at  such  point. 
And  in  the  event  of  a  train  of  an  inferior 
grade  running  ahead  of  a  regular  train  of 
superior  grade,  as  directed  in  this  rule,  can  not 
make  schedule  time,  its  conductor,  as  soon  as 
he  discovers  such  to  be  the  case,  must  leave 
a  signalman  to  warn  the  approaching  train, 
ahead  of  which  he  has  been  ordered  to  run, 
and  must  report  to  the  Superintendent  for 
orders  at  the  next  telegraph  station.  The  con- 
ductor and  enginernan  of  the  train  of  superior 
grade  that  is  following  must  be  notified  in 
writing  of  the  order  directing  the  train  of  an 
inferior  grade  to  proceed,  but  it  must  be  dis- 
tinctly understood  that  such  conductor  and 
engineman  will  not  be  held  responsible  for  any 
accident  that  may  occur  in  consequence  of  the 
slow  train  getting  in  its  way,  unless  such  acci- 
dent shall  have  been  caused  by  a  disregard  of 
signals  or  the  rules  and  regulations. 


Trains  and  Stations.  141 

All  special  orders  for  the  movement  of  trains, 
whether  sent  by  telegraph  or  otherwise,  must 
be  communicated  in  writing. 

When  a  train  is  abandoned,  the  order  of  the 
Superintendent  directing  its  abandonment  must 
be  sent  by  telegraph  to  all  agents,  conductors, 
and  enginemen  upon  the  division. 

No  train  must  leave  a  station  to  run  upon  the 
time  of  an  abandoned  train,  which,  by  the  reg- 
ulation, would  have  the  right  of  road,  unless 
the  conductor  and  engineman  of  such  train  have 
in  their  possession  a  copy  of  the  order  of  aban- 
donment, properly  signed  and  certified  to  by 
the  operator. 

Should  a  train  be  held  at  night  at  a  telegraph 
station,  where  there  is  no  night  operator,  the 
conductor  will  call  the  day  operator  into  the 
office  for  the  purpose  of  receiving  the  orders 
necessary  before  proceeding. 

To  enable  trains  to  move  with  promptness 
and  regularity,  such  expedition  as  is  consistent 
with  safety  is  enjoined  upon  trainmen  and  tele- 
graph operators  in  the  transmission  and  re- 
sponse to  telegraph  orders. 

Conductors  and  enginemen  must  not  ask  for 
running  orders  until  they  are  ready  to  leave 
the  station,  and  when  an  order  has  been  re- 
ceived it-must  be  executed  without  delay,  un- 
less otherwise  directed. 

Safety  demands  that  all  persons   connected 


142  Railway  Service  : 

with  the  movement  of  trains  by  telegraph 
should  use  the  utmost  care  and  watchfulness. 

The  rules  regarding  or  affecting  the  move- 
ment of  trains  must  be  strictly  observed. 

Orders  must  be  made  plain  and  explicit,  and 
if  not  fully  understood  by  those  to  whom  they 
are  addressed,  an  explanation  must  be  asked 
for  by  such  persons  before  taking  any  action. 

After  the  reception  of  an  order  it  must  be 
strictly  obeyed. 

In  the  transmission  of  orders  by  telegraph,  no 
abbreviations  will  be  used,  figures  being  written 
in  full. 

At  stations  where  telegraphic  orders  are 
awaiting  an  expected  train,  operators  will  dis- 
play a  red  flag  by  day  or  a  red  light  by  night. 
Each  station  must  adhere  strictly  to  the  locality 
fixed  upon  as  the  best  for  the  purpose  of  dis- 
playing the  signals,  and  such  place,  once  se- 
lected, must  not  be  changed  except  for  good 
and  sufficient  reasons.1 

Signals  must  be  promptly  removed  by  opera- 
tors when  the  object  for  which  they  were  dis- 
played has  been  accomplished. 

When  the  signal  is  shown  as  provided  above, 
the  approaching  train  will,  in  all  cases,  be 
brought  to  a  full  stop  (and  in  such  cases  it  is 

i.  "  No  new  signal  must  be  brought  into  use,  nor  any  altera- 
tion made  in  the  position  or  use  of  any  existing  signal,  without 
the  authority  of  the  Superintendent  of  the  line." — Eng,  Stand- 
ard. 


Trains  and  Stations.  143 

the  duty  of  operators  to  see  that  trains  are  so 
stopped),  and  the  conductor  must  go  immedi- 
ately to  the  telegraph  office  to  receive  and  an- 
swer such  orders  as  may  be  awaiting  the  train. 
Should  the  signal  have  been  displayed  for  some 
other  train,  the  conductor  must,  before  proceed- 
ing, receive  from  the  operator  a  written  release, 
stating  for  what  train  the  signal  was  displayed. 
Agents  arid  operators  will,  upon  receiving  tele- 
graphic orders  for  expected  trains,  immediately 
exhibit  the  proper  signals,  as  required  by  the 
foregoing  rules.  The  signal  must  not  be  re- 
lied upon  exclusively  to  hold  trains.  Operators 
must  watch  closely  for  the  expected  train,  using 
all  necessary  means  to  stop  it.  In  case  the 
train,  or  any  part  of  it,  has  already  passed  the 
telegraph  office,  although  still  at  the  station, 
the  operator's  understanding  of  the  telegraphic 
order  to  hold  the  train  must  not  be  transmitted 
to  the  Superintendent  until  the  engineman  and 
conductor  have  been  shown  such  order  and  un- 
derstand that  they  are  held  for  orders. 

Conductors  and  enginemen  must,  in  all  cases, 
read  the  order  so  as  to  avoid  any  danger  of 
misunderstanding  it. 

All  orders  by  telegraph  for  the  movement  of 
trains  must  be  taken  in  triplicate  by  operators. 
Manifold  paper  should  be  used  for  this  purpose, 
so  that  correct  copies  may  be  secured.  Orders 
will  be  addressed  to  the  conductor  and  engine- 


144  Railway  Service  : 

man,  to  whom  they  will  be  read  aloud  by  the 
operator,  before  their  delivery  by  him.  The 
conductor  must,  upon  receipt  of  an  order,  write 
out  in  full  his  understanding  of  such  order. 
This  understanding  must  be  read  by  the  engine- 
man,  and  must  be  signed  by  both  the  conductor 
and  engineman.  It  will  then  be  transmitted  to 
the  person  giving  the  order,  who  will,  if  the 
same  is  correctly  understood,  reply  "  O.K.," 
giving  the  time.  This  reply  will  be  endorsed 
on  the  order  by  the  operator  receiving  the 
same,  over  his  signature.  After  being  endorsed , 
one  copy  of  the  order  will  be  given  to  the 
conductor,  and  one  copy  to  the  engineman,  the 
remaining  copy  being  placed  on  file.  Each 
official  must  receive  the  order  in  person  from 
the  operator.  No  order  will  be  acted  upon 
until  the  reply  "  O.K."  has  been  received  and 
endorsed  upon  the  order  as  described  above; 
or,  in  other  words,  conductors  and  enginemen 
must  not  leave  a  station  when  directed  to  run 
by  special  orders,  without  each  having  the  same 
in  writing  in  their  possession,  properly  endorsed. 
After  the  receipt  of  an  order,  should  the  line 
cease  to  work  before  the  reply  "  O.K."  is  re- 
ceived, as  per  the  preceding  rule,  the  operator 
will  not  deliver  such  order,  but  will  inform  both 
the  conductor  and  engineman  of  the  occurrence. 
It  is  their  duty  to  adopt  such  precautions  as 
will  prevent  accident.  Trains  will  not  proceed 


Trains  and  Stations.  145 

in  such  cases,  except  under  protection  of  sig- 
nals, until  all  doubt  has  been  removed. 

When  an  order  is  sent  to  a  train  which  may 
be  carrying  a  signal  for  a  train,  such  order  will 
not  cover  the  train  that  may  be  following,  and 
in  no  case  will  the  train  for  which  the  signal  is 
carried  avail  itself  of  any  special  orders  which 
the  train  bearing  such  signals  may  receive, 
without  a  special  order  to  that  effect.  When 
orders  are  duplicated  to  following  trains,  the 
understanding  of  each  conductor  and  engine- 
man  must  be  separately  written,  and  must  be 
responded  to  by  the  person  giving  the  order,  as 
provided  in  the  second  preceding  rule.1 

In  no  case  must  the  red  signals  be  removed 
by  operators  until  all  trains  have  passed  for 
which  the  order  is  intended. 

Conductors  and  enginemen  must  look  out  for 
signals  at  telegraph  stations. 

Absence  of  proper  signals  at  stations  or  on 
the  road  must  be  reported  to  the  Superintend- 
ent.2 

Under  the  system  of  moving  trains  by  tele- 

1.  "A   misunderstanding   between   trainmen     and     others 
interested  in  the  running  of  trains  is  the  most  common  cause 
of  collision." — Huntington. 

2.  "  Should  a  guard  find  any  signal  exhibited  which  ought  not 
to  be,  or  observe  any  other  irregularity  in  the  working  of  sig- 
nals, or  should  he  see  any  cattle  or  other  obstruction  on  the 
line,  or  any  defect  in  the  signals,  works,  permanent  way,  or 
telegraph,  he  must  report  the  same  at  the  first  station  at  which 
the  train  stops,  and  also  on  his  journal." — Eng.  Standard. 

10 


146  Railway  Service  : 

graphic  orders,  trains  may  be  expected  upon 
any  part  of  the  road  at  any  time  ;  this  fact 
must  be  kept  constantly  in  mind  by  employe's. 

In  the  event  it  is  impossible  or  undesirable 
at  any  time  to  move  trains  by  telegraphic 
orders,  then  and  in  that  case  trainmen  will 
conform  to  the  schedule  and  the  rules  and 
regulations  governing  the  movement  of  trains 
incident  thereto. 

Trains  must  not  pass  a  junction  of  two  lines 
nor  pass  from  a  double  track  line  to  a  single 
track  line  until  the  officials  in  charge  have 
examined  the  register,  kept  by  the  agent  or 
person  in  charge  at  such  place,  for  the  purpose 
of  ascertaining  whether  trains  due  or  past  due 
have  arrived,  except  in  those  cases  where  they 
have  a  special  order  from  the  Superintendent 
to  proceed  without  stopping. 


Trains  and  Stations.  147 


CHAPTER  VII. 

GENERAL   INSTRUCTIONS   TO    CONDUCTORS. 

The  general  direction  and  government  of  a 
train  from  the  time  it  receives  its  passengers  or 
freight  until  its  arrival  at  its  destination  is 
vested  in  the  conductor,  and  he  will  be  held 
responsible  for  its  safety  and  proper  care  ;  it  is 
his  duty  to  see  that  all  rules  and  regulations 
and  orders  affecting  his  train  are  carried  out.1 

Conductors  are  responsible  for  the  conduct 
of  men  employed  upon  the  trains;2  for  the 
heating  and  ventilation  of  the  cars,  and  for  the 
signals,  lamps,  tools,  etc.,  entrusted  to  their 
care.  They  must  report  defects  in  the  air 
brakes  (when  such  brakes  are  used)  specifying 
the  number  of  the  car  or  engine  on  which  it 

1.  "  The  duty  of  passenger,  goods,  cattle,  mineral,  and  other 
guards   consists  in   the  general  charge    and  management  of 
the  trains  when  they  are  moving  on  ;he  line.     They  have  gen- 
eral control  over  the  enginemen,  ordering  them  when  to  stop  or 
to  proceed  at  a  different  speed  as  they  may  deem  right,  or  to 
shunt  or  move  wagons  or  other  vehicles." — Gt.  Nor.  Ry.,  Eng. 

2.  "  When  there   are  two  guards  with   a  train,  the  under 
guard  must  obey  the  orders  of  the  head  guard. 

"  Each  train  is  under  the  control  of  the  head  guard,  who 
must  instruct  the  engine-driver  as  to  the  stopping,  starting,  and 
general  working  of  the  train.  Whilst  trains  are  within  station 
limits,  the  guards  are  under  the  orders  of  the  station  master  or 
person  in  charge." — Eng.  Standard. 


148  Railway  Service  : 

occurs.  They  will  invariably  require  the  air 
brakes  to  be  tested,  cylinders  and  connections 
examined,  and  also  engine  signal  bell  to  be 
rung  from  the  rear  car  of  their  train  before 
leaving  a  terminal  station. 

They  must  report  for  duty,  and  in  readiness 
to  take  charge  of  their  trains,  at  least  thirty 
minutes  previous  to  the  schedule  time  for  start- 
ing, and  as  much  earlier  as  they  may  be  re- 
quired, to  assist  in  switching  and  making  up  of 
their  trains. 

They  must  be  provided  with  a  good  reliable 
watch,  which  they  must  keep  regulated  by  the 
standard  clock  of  the  company. 

They  must  compare  time  with  the  engineman 
of  the  train  before  starting,1  and  know  that  he 
is  provided  with  a  schedule  and  a  complete  set 
of  signals  and  tools. 

They  are  also  required  to  see  that  their  trains 
are  supplied  with  a  full  set  of  signals,  and,  when 
upon  the  road,  they  must  see  that  such  signals 
are  used  in  accordance  with  the  rules  of  the 
company. 

Should  a  vehicle  be  attached  to,  or  detached 
from,  the  rear  of  a  train  at  an  intermediate  sta- 
tion, the  conductor  must  see  that  the  signals  are 
removed  to  their  proper  places  on  the  train. 

i.  "  The  guards  are  provided  with  timepieces.  It  is  their 
duty  to  inform  the  engineman  of  the  hour  at  every  chief  station 
or  junction." — Gt.  Nor.  Ry.,  Eng. 


Trains  and  Stations.  149 

Each  train  (not  including  the  engine)  should 
be  supplied  with  not  less  than  twenty-four 
torpedoes,1  five  red  lanterns,  five  red  flags,  five 
white  lanterns,  and  five  white  flags,  also  with 
switch-rope,  axes,  saws,  crowbars,  chains,  spare 
links  and  pins,  buckets,  oil,  and  such  other  tools 
and  supplies  as  may  be  necessary  for  daily  use, 
or  in  the  event  of  accident  or  delay  to  the  train. 

If  compelled  by  accident  or  other  cause  to 
move  at  an  unusually  slow  rate  of  speed,  or  stop 
their  train  on  the  main  track,  they  must  take 
immediate  action  to  signal  any  trains  that  may 
be  approaching  in  either  direction,  as  required 
by  rule  "  L."  They  must  keep  in  mind  that 
nothing  will  justify  a  collision  between  trains, 
and  that  the  prompt  use  of  signals  in  the 
manner  directed  will,  under  all  ordinary  cir- 
cumstances, prevent  it. 

Conductors  and  brakemen  when  meeting  or 
passing  other  trains,  or  when  approaching  or 
passing  a  station,  must  be  on  the  lookout  for 
signals,  and  be  prepared  to  do  any  thing  which 
the  expedition  of  business,  or  the  safety  of  their 
train  requires. 

Conductors  of  trains  must  attend  personally 
to  all  switches  used  by  their  engines  or  trains, 
and  they  will  be  held  responsible  for  the  proper 
adjustment  of  the  switches  used  by  them,  ex- 

I.  "  The  earlier  regulations  governing  the  protection  of  trains 
have  no  reference  to  the  use  of  torpedoes." 


150  Railway  Service  : 

cept  where  regular  switchmen  are  stationed. 
When  there  is  more  than  one  train  to  use  a 
switch,  conductors  must  not  leave  the  switch 
open  for  the  following  train  unless  the  conduc- 
tor of  such  train  is  at  the  switch  to  take  charge 
of  it. 

Conductors  must  see  that  street  or  public 
road-crossings  are  not  obstructed  by  their  trains 
while  waiting.  They  will  be  particular  when 
at  junction  stations,  to  see  that  no  part  of  their 
train  is  allowed  to  stand  on  the  crossings  of 
other  railways.  This  is  especially  important 
in  regard  to  trains  carrying  passengers. 

Conductors  must  enter  the  particulars  of 
their  trains  in  the  register  or  arrival  book  at 
the  ends  of  divisions.  These  books  must  be 
personally  examined  by  conductors  before  leav- 
ing such  stations,  for  the  purpose  of  satisfying 
themselves  as  to  the  arrival  of  trains. 

Upon  double  track  roads,  conductors  must, 
before  leaving  the  starting  point,  examine  the 
register  for  the  purpose  of  noting  the  depar- 
ture of  trains,  their  number  and  time  of  leaving. 

They  must  visit  the  telegraph  office  before 
leaving  terminal  stations1  to  see  if  orders  of 
any  kind  await  them.2  Conductors  of  freight 

1.  A  terminal  station  is  a  station  where  a  train  is  made  up; 
upon  a  long  line  there  will  be  several  terminal  stations;  they 
are  usually  at  the  end  of  divisions  or  subdivisions. 

2.  "Every guard,  before  starting  with  his  train, must  exam- 
ine the  notices  to  see  whether  there  is  any  thing  requiring  his 


Trains  and  Stations.  151 

trains  must  at  the  same  time  report  to  the  Su- 
perintendent the  name  of  the  engine  and  the 
number  of  empty  and  loaded  cars  in  their 
trains.  A  similar  report  must  be  made  by  them 
upon  their  arrival  at  the  end  of  their  route. 

Conductors  must  call  the  attention  of  the 
repairer  of  cars,  or  of  the  agent,  in  his  ab- 
sence, to  any  damage  which  may  have  been 
done  to  cars,  or  to  any  defects  which  may  come 
to  their  knowledge,  that  the  same  may  be  re- 
paired.1 

Should  complaint  be  made  of  the  running  of 
any  car,  the  conductor  must  report  it  to  the 
first  car  repairer,  and  enter  the  particulars  on 
his  report,  giving  the  number  and  class  of  car  ; 
but  if  the  conductor  have  reason  to  apprehend 
danger  from  such  car  before  it  can  be  inspected, 
he  must  have  it  detached  from  the  train. 

Conductors  will  report  to  the  Superintendent 
any  neglect  on  the  part  of  car  repairers  to  in- 
spect each  and  every  car  that  m&y  pass  such  car 
repairers'  stations ;  any  neglect  to  carefully  ex- 
amine the  running  gear  and  brake  fixtures  of 
cars,  and  make  such  repairs  as  may  be  required  ; 

special  attention  on  those  parts  of  the  line  over  which  he  has 
to  work,  and  he  must,  before  going  off  duty,  ascertain  from 
the  notices  posted  for  his  guidance,  the  time  at  which  he  is 
required  to  be  on  duty  the  following  day." — Eng.  Standard. 

I.  "It  is  an  established  rule,  that  if  an  accident  happens  to 
any  foreign  vehicle,  the  company  on  whose  line  it  is  running, 
is  liable  for  the  loss  or  damage,  and  also  for  all  contingent  loss 
or  damage." — Gr.  Nor.  Ry.,  Eng. 


152  Railway  Service  : 

any  neglect  to  give  special  attention  to  passen* 
ger,  baggage,  mail  and  express  cars.  Repairers 
should  not  permit  cars  to  leave  their  stations 
that  are  not  in  good  running  order.  It  is  also 
the  duty  of  car  repairers  to  see  that  cars  em- 
ployed in  the  passenger  service  are  properly 
washed,  and  that  all  the  interior  fixtures  are 
kept  clean  and  in  good  repair.1 

When  the  wheel  of  a  car  or  engine  breaks,  the 
conductor  in  charge  must  ascertain,  by  personal 
examination,  the  name  of  the  manufacturer,  and 
the  date  and  number  of  the  wheel.  This  in- 
formation must  be  transmitted  by  letter  to  the 
Superintendent,  and  must  also  be  noted  in  the 
train  report. 

In  the  event  trainmen  discover  any  defect  or 
break  in  the  telegraph,  they  musi  report  the  fact 
to  the  operator  at  the  next  station. 

Conductors  will  advise  the  Superintendent 
of  any  dilatoriness  or  lack  of  attention  upon 
the  part  of  agents  or  others  whose  duties 
require  their  co-operation  in  the  movement  of 
trains. 

Conductors,  or  their  subordinates,  must  not, 
under  any  circumstances,  undertake  to  carry  or 
take  charge  of  valuable  packages,  or  make  col- 

i.  "All  plated  reflectors  in  lamps  are  to  be  wiped  with  clean- 
washed  leathers,  kept  solely  for  that  purpose,  and  not  rubbed 
with  powder;  when,  however,  they  are  much  tarnished,  they 
are  to  be  cleaned  with  a  little  whitening." — Gt.  Nor.  Ay.,  Eng. 


Trains  and  Stations.  153 

lections  for  individuals,  unless  authorized  to  do 
so  by  the  proper  officers  of  the  company.1 

Conductors  will  make  a  detailed  report,  in 
writing,  to  the  Superintendent,  of  all  accidents 
or  injuries  to  persons  or  property,  that  may  occur 
upon  or  in  connection  with  their  train,  also  the 
names  of  witnesses,  if  any. 

They  must  report  at  the  end  of  each  trip  the 
number  of  each  and  every  car  hauled  in  their 
train ;  the  initials  upon  each  car ;  the  point 
from  which  taken ;  the  place  where  left ; 
whether  loaded  or  empty ;  also,  the  class  of 
car. 

It  is  important  that  letters,  way  bills  and 
dispatches  should  be  delivered  promptly. 

When  a  trainman  or  other  employe  is  re- 
turning to  the  station  at  which  he  resides,  by  a 
train  other  than  that  he  is  appointed  to  work, 
he  must  render  all  assistance  in  his  power  in 
the  working  of  the  train  by  which  he  travels, 
and  obey  any  instructions  received  from  the 
conductor  in  charge  of  such  train.2 

1.  "Conductors  will   not    be   concerned  in  any   freight   or 
express  matter  over  the  road  by  the  passenger  train,  and  will 
permit  none  to  be  taken  by  any  person,  except  the  agent  ol 
the  express  having  contracts  with  the  road,  and  will  see  that 
the  express  agents  confine  themselves  strictly  within  the  limits 
of  their  contract."  — 1854. 

"  Guards  are  forbidden  to  carry  any  description  of  package 
either  for  themselves,  their  friends,  or  the  public,  without  proper 
authority  in  writing  for  the  free  transit  thereof,  or  unless  such 
package  be  properly  entered  on  the  way-bill." — Eng.  Standard. 

2.  "  The  guard  must  see  that  platelayers  and  other  workmen 
of  the  company  holding  third-class  passes,  are  kept  as  separate 


154  Railway  Service  : 


PASSENGER    CONDUCTORS. 


Passenger  conductors  must  make  themselves 
generally  acquainted  with  the  duties  of  engine- 
men,  baggagemen,  brakemen,  express  messen- 
gers, mail  agents,  sleeping-car  conductors, 
porters  and  news  agents,  and  rigidly  enforce 
the  rules  and  regulations  applicable  to  them 
upon  their  trains,  reporting  to  the  Superintend- 
ent any  insubordination,  neglect  of  duty,  or 
misconduct  upon  the  part  of  such  men. 

"  When  a  deficiency  of  room  occurs  in  a  train 
while  on  the  journey,  guards  must  telegraph  to 
the  next  station  where  carriages  are  kept,  to 

as  possible  from  the  passengers.  When  a  large  number  of 
workmen  travel  by  the  same  train,  carriages  must  be  specially 
provided  for  their  use,  and  they  must  ride  in  these  carriages 
only." — Eng.  Standard. 

"All  guards  are  to  enter  their  time  in  the  time-book  every 
Friday  or  Saturday  night  at  King's  Cross  ;  if  this  be  not  done, 
they  will  be  liable  each  to  a  fine  of  25  cents,  and  no  money 
will  be  paid  till  the  following  week." — Gt.  Nor.  Ry.,  Eng. 

I.  "When  there  are  more  conductors  than  the  number  of 
trains  running,  those  in  waiting  at  either  end  of  the  road  will 
be  at  the  depots  on  the  arrival  and  departure  of  all  trains,  as 
far  as  practicable,  to  aid  in  making  up  the  departing  trains,  or 
discharging  those  arriving. 

"  They  will  see  that  extra  cars  are  kept  at  the  proper  places 
upon  the  line  for  use  in  case  of  accident  or  other  necessity. 

"  They  will  consider  themselves  to  be,  and  act  as,  brakemen, 
when  necessary." — 1853. 

"When  oa  duty,  conductors  must  be  respectably  dressed. 

"  Every  man  on  passenger  trains  and  at  stations  must  appear 
on  duty  clean  and  neat." — 1854. 

"Every  passenger  guard  must  have  with  him  his  watch, 
whistle,  and  carriage  key,  and  take  in  his  van  a  red,  a  green, 
and  a  white  flag,  a  box  of  detonators  (not  less  than  twelve), 
and  a  hand  signal-lamp." — G.  W.  Ry.,  Eng. 


Trains  and  Stations.  155 

have  one  or  more  in  readiness  to  attach,  on  the 
arrival  of  the  train."1 

They  must  see  that  passengers  are  properly 
seated,  and  will  not  allow  them  to  stand  on  the 
platforms  of  cars,  while  in  motion,  nor  ride  in  the 
baggage,  express,  or  mail  cars,  nor  in  any  way 
to  violate  the  rules  and  regulations  of  the  com- 
pany.2 

They  must  be  respectful  and  considerate  in 
their  intercourse  with  passengers,  conveying  po- 
litely any  information  desired,  and  in  every  way 
consistent  with  the  rules  of  the  company  and  the 
rights  of  others 'they  will  endeavor  to  contrib- 
ute to  the  pleasure  and  comfort  of  passengers.3 

They  must  collect  a  ticket  or  fare  from  each 

1.  Eng.  Standard. 

2.  "  They  will  attend  to  the  wants  of  the  passengers  before 
the   departure   of  their  trains  ;  to  obtaining   proper  seats  for 
ladies,  and  to  a  proper  disposition   of  their  baggage,  and  see 
that  everything  is  done  in  a  quiet  but  efficient  manner,  to  en- 
sure the  departure  of  their  trains  at  the  appointed  time.  * 

"  They  will  endeavor,  with  proper  and  gentlemanly  discre- 
tion, to  seat  their  passengers  in  such  a  manner  as  will  best  con- 
duce to  the  comfort  and  safety  of  the  whole." — 1853. 

3.  "  It  is  one  of  the  special  duties  of  the  conductor  to  do  any 
thing  (not  inconsistent  with  other  duties  or  the  regulations  of 
the  road)  to  accommodate  passengers ;  to  answer  in  a  proper 
and  civil  manner  all  questions,  and  endeavor  to  leave  a  good 
impression  on  every  one. 

"  They  will  make  themselves  acquainted  with  routes  of 
travel  in  general,  and  especially  those  in  the  vicinity  of  the 
road,  and  on  the  great  main  lines  in  connection  with  the  road. 

"  From  their  position  they  are  able  to  exercise  a  material  in- 
fluence in  turning  the  patronage  of  passengers  to  certain  ho- 
tels along  the  line,  as  well  as  at  the  end  of  the  road.  The 
impropriety  of  this  they  will  readily  see." — 1853. 


156  Railway  Service : 

passenger,  and  make  reports  of  the  same  in  the 
manner  and  form  prescribed.  Any  passenger 
refusing  to  pay  fare  must  be  put  off  the  train  at 
the  next  station,  but  unnecessary  violence  must 
not  be  used  in  doing  so.1 

They  must  not  permit  drunken  or  disorderly 
persons  to  get  upon  their  trains.  It  is  their 
duty  to  maintain  proper  order,  and  they  must 
not  allow  the  vicious  and  unruly  to  indulge  in 
rudeness  or  profanity.2 

They  must  see  that  the  doors  of  the  car- 
riages are  properly  closed,  and  in  case  of  any 
unusual  stoppage  on  the  road,  must  request  the 
passengers  to  keep  their  seats,  except  when 
necessary  to  alight.3 

1.  "  Guards,  on  arrival  at  a  ticket-collecting  station,  must 
request  the  passengers   to  have  their  tickets  ready,  and  must 
assist  the  ticket-collectors  by  opening  and  closing  the  carriage 
doors ;  they  must  not,  however,   collect    or  examine  tickets, 
except  under  special  instructions. 

"  The  guard  must  take  care  that  passengers  enter  the  proper 
carriages  for  the  places  to  which  they  are  booked,  and  that  no 
passenger  is  allowed  to  leave  the  train  for  the  purpose  of  re- 
booking  by  the  same  train,  with  a  view  to  evade  payment  of 
the  proper  fare." — Eng.  Standard. 

2.  "  Carefulness  is  always  earnestly  enjoined,  and  the  men  on 
the  train  must  always  act  in  concert" — 1854. 

3.  "  In  all  cases  of  detention  or  stoppage,  it  is  the  duty  of  the 
guards  to  explain  to  passengers  the  cause  thereof,  and  if  there 
is  no  danger  to  them,  to  satisfy  them  of  that  fact,  and  endeavor 
to  pacify  those  that  may  be  annoyed. 

"  When  a  train  overshoots  a  station,  the  guard  is  to  order 
the  engineman  to  put  back  to  the  platform,  and  not  to  allow  the 
passengers  to  get  out  until  the  train  has  been  stopped  at  the 
platform." — Gt.  Nor.  Ry.,  Eng. 

"  The  guard  must  not  allow  any  person  to  ride  outside  the 
carriages,  nor  must  he  permit  any  unauthorized  person  to  ride 


Trains  and  Stations.  157 

Smoking  in  the  carriages,  except  in  the  cars 
specially  set  apart  for  that  purpose,  is  strictly 
forbidden. 

They  will  not  permit  beggars,  peddlers,  or 
gamblers  to  practice  their  vocations  upon  the 
trains. 

They  must  notice  the  temperature  of  the 
coaches,  and  instruct  brakemen  about  attend- 
ing to  the  heating  apparatus,  and  to  the  venti-. 
lators. 

Shortly  before  reaching  a  station  at  which 
the  train  stops,  they  must  pass  through  each 
car,  except  the  sleeping  car,  and  announce 
distinctly  the  name  of  the  station  they  are  ap- 
proaching. They  will  require  brakemen  to  re- 
peat this  announcement  in  each  car,  with  the 
doors  closed,  twice  in  succession,  as  distinctly 
as  possible,  just  before  the  train  arrives  at  the 
station.1-  They  will  require  brakemen  to  assist 

in  his  van,  or  in  any  compartment  or  vehicle  in  which  parcels 
or  luggage  may  be  placed. 

"  No  carriage  door  must  be  opened  to  allow  a  passenger  to 
alight  from,  or  enter,  a  train  before  it  has  come  to  a  stand,  or 
after  it  has  started." — Eng.  Standard. 

i.  "  The  policeman,  porter,  or  other  person  on  duty  at  a 
station  must,  on  the  arrival  of  a  train,  walk  the  length  of  the 
train,  and  call  out  in  a  clear  and  audible  voice  the  name  of 
that  station  when  opposite  the  window  of  each  carriage,  so  as  to 
make  every  passenger  in  the  train  aware  of  the  name  of  the 
station ;  and  particular  care  must  be  taken  by  the  clerk  in 
charge,  policemen,  and  porters,  to  observe  the  indication  of  any 
passenger,  that  they  desire  to  alight,  by  their  knocking  at  the 
windows,  or  otherwise." — Gt.  Nor.  Ry.>  Eng. 


158  Railway  Service  : 

ladies,1  children,  and  infirm  persons  to  get  on 
and  off  the  trains,  and  insist  upon  their  being 
courteous  to  all  persons.  At  terminal  stations 
conductors  will  not  leave  their  trains  until  pas- 
sengers have  alighted,  and  they  must  render 
them  all  needful  assistance.2 

They  must  not  signal  their  trains  to  start 
while  passengers  are  getting  on  or  off  the  train.3 

When  the  signal  is  made,  the  conductor 
should  stand  near  the  front  end  of  the  forward 
passenger  car.4 

They  must  report  every  instance  of  agents 
failing  to  give  passengers  an  opportunity  to 
procure  tickets,  reporting  any  neglect  of  an 
agent  to  open  the  ticket  office  of  his  station 

1.  "  When  ladies  are  traveling  alone,  the  guards  are  to  pay 
every  attention  to  their  comfort ;   and  in  placing  them  in  the 
train,  they  must,  if  requested,  endeavor  to  select  a  carriage  for 
them  (according  to  the  class  of  their  tickets)  in  which   other 
ladies  are  traveling  ;  and  if  they  wish  to  change  carriages  dur- 
ing the  journey,  the  guards  must  enable  them  to  do  so." — Eng. 
Standard. 

2.  "  When  they  arrive  at  the  end  of  their  trip,  they  will  not 
leave  their  passengers  until  the  whole  of  the  baggage  is  distrib- 
uted, aiding  in  its  distribution  and  generally  attending  to  the 
wants  of  their  passengers,  especially  ladies  and  infirm  per- 
sons."— 1853. 

3.  "  They  will  always  bring  their  train  to   a   dead   stop   to 
take  up  or  leave  passengers." — 1853. 

4.  "The  signal  for  starting  the  train  must  be  given  by  the 
guard  blowing  his  whistle  and  showing  a  hand-signal." — Eng. 
Standard. 

"The  guards  and  other  servants  of  the  company  must  take 
their  seats  in  the  trains  before  they  are  in  motion,  so  as  to 
avoid  the  dangerous  practice  of  jumping  on  the  steps,  or  get- 
ting into  the  carriages  after  the  trains  leave  the  platform." — 
Gt.  Nor.  Ry.,  Eng. 


Trains  and  Stations.  159 

before  the  arrival  of  trains,  when  the  rules 
require  it. 

They  must  know  that  the  cars  in  their  trains 
have  been  inspected  at  terminal  and  other  sta- 
tions, as  required.1 

They  are  required  to  wear  the  prescribed 
uniform,  and  must  never  appear  on  duty  with- 
out it. 

Upon  the  arrival  of  a  train  at  its  destination, 
the  cars  in  which  passengers  may  have  ridden 
must  be  searched  by  the  conductor  ;2  any  arti- 
cles found  must  be  delivered  to  the  agent  at  the 
terminal  station.  The  articles  must  be  sent  by 
such  agent  to  the  general  baggage  agent,  if  not 
called  for  within  forty-eight  hours. 

FREIGHT  CONDUCTORS.3 

44  The  guard  in  charge  of  the  train  must  satisfy 
himself  before  starting,  and  during  the  journey, 

1.  "  They  will  also  report  all  the  interior  defects  of  their 
cars,  like  the  rattling  of  doors,  windows,  etc." — 1864. 

2.  "  Every  first-class  cai'riage  is  to  be  searched  at  the  end  of 
each  journey  by  the  head  guard,  and  every  second  and  third- 
class  carriage  by  the  second  guard." — GY.  Nor.Ry.,  Eng. 

"  They  will  at  all  times  render  all  the  service  in  their  power 
to  forward  the  private  business  of  the  company  (as  well  as  its 
business  for  the  public)  in  the  hauling  of  wood  and  materials 
for  use  upon  the  road,  and  in  bringing  to  the  repair-shops  cars 
and  parts  thereof  which  maybe  out  of  order  and  left  upon  any 
part  of  the  line." — 1853. 

3.  "  Every  head  goods  guard  must  have  with  him  his  watch, 
and  whistle,  a  red,  a  green,  and  a  white  flag,  a  box  of  detona- 
tors (not  less  than  twelve),  a  hand  signal-lamp,  a  full  set  of  tail 
and  side-lamps,  two  or  more   spare  coupling-chains,  a  brake- 
stick,  two  sprags,  and  two  hand  scotches." — G.   W.  Ry.,  Eng. 


160  Railway  Service  : 

that  the  train  is  properly  loaded,  marshaled, 
coupled,  lamped,  greased,  and  sheeted  ;  that 
the  brakes  are  in  good  working  order  ;  and  that 
the  train  is  in  a  state  of  efficiency  for  traveling, 
and  has  the  proper  signals  attached  to  it.  He 
must  also  carefully  examine  the  loading  of  any 
vehicles  he  may  attach  on  the  way,  and  if  any 
vehicle  becomes  unsafe  from  the  shifting  or 
derangement  of  the  load,  must  at  once  have  the 
load  readjusted,  or  the  vehicle  removed  from 
the  train. 

"  The  guard  must  see  that  the  chains  on  tim- 
ber-trucks and  on  boiler-wagons  are  secured  in 
order  to  prevent  their  getting  loose  whilst  trav- 
eling. Foremen,  guards,  and  shunters  must 
take  care  that  no  timber-truck  or  boiler-wagon 
is  allowed  to  leave  a  station  or  siding  without 
the  chains  being  first  carefully  examined  and 
made  perfectly  secure  and  safe,  and  guards  will 
be  held  responsible  for  seeing  that  they  remain 
so  during  the  journey. 

"  Before  starting  from  a  station,  the  guard 
must  see  that  the  wagons  are  properly  greased, 
the  coupling-chains  and  doors  securely  fastened, 
and  carefully  examine  the  loading  and  sheeting 
of  the  wagons,  seeing  that  the  goods  are  pro- 
tected from  rain  and  sparks  from  the  engine ; 
also,  that  no  load  is  too  high  or  wide,  or  in  any 
way  unsafe  to  travel.  It  is  not  sufficient  for 
the  guard,  on  commencing  his  journey,  to  see 


Trains  and  Stations.  161 

that  all  the  wagons  and  their  loads  in  his  train 
are  in  a  secure  state  for  transit,  bat  he  must  see 
that  all  these  conditions  are  continued  through- 
out the  journey,  especially  with  wagons  that 
are  taken  on  at  intermediate  stations,  and  those 
loaded  with  timber,  cotton,  wool,  castings,  ma- 
chinery, and  articles  of  great  length  and  bulky 
construction."1 

Freight  conductors  must  make  themselves 
generally  acquainted  with  the  duties  of  engine- 
men,  firemen  and  brakemen,  and  enforce  the 
rules  and  regulations  applicable  to  them  upon 
their  trains,  and  report  to  the  Superintendent 
any  insubordination,  neglect  of  duty,  or  mis- 
conduct. 

They  must  see  that  the  couplings,  wheels, 
journals  and  brakes  of  the  cars  in  their  train 
are  in  good  order  before  starting,  and  will  in- 
spect them,  when  their  duties  will  permit,  or 
as  often  as  the  train  stops  to  take  water  or 
arrives  at  a  meeting  or  passing  point.2 

They  must  station   the    brakemen    at   their 

1.  Clearing  House  Standard,  England. 

In  England  the  great  bulk  of  the  freight  traffic  is  transported 
upon  open  or  flat  cars,  the  property  being  protected  by  sheeting 
or  tarpaulin.  The  water-tight  box  car  so  universally  used  in 
this  country  is  practically  unknown  there. 

2.  "They  will   frequently  examine  the  cars  of  their  trains 
to  see  that  all   nuts  and  screws  are  up  to  their  bearings,  and 
the  cars  in  order ;   that    they  are  properly  oiled — not  oiling 


162  Railway  Service  : 

respective  posts1  on  the  train  and  see  that  they 
keep  their  position  and  use  the  brakes  with 
discretion  and  good  judgment  —  particularly 
when  descending  heavy  grades.2 

They  are  positively  forbidden  to  take  any 
loaded  cars  into  their  trains  without  a  way-bill. 

them  at  random,  but  when  needed  ;  and  for  this  purpose  will 
see  that  their  trains  are  supplied  with  such  tools  as  may  be 
wanted,  as  well  as  oil  for  the  bearings. 

"  They  will  not  allow  repairers  to  attach  their  repair  cars 
to  their  trains,  unless  it  shall  be  necessary  in  order  to  forward 
some  very  urgent  piece  of  work." — 1853. 

"  They  must  examine  carefully  and  minutely  every  wagon, 
whether  loaded  or  not,  and  its  covering,  the  axle-boxes,  the 
fastenings  of  its  doors  and  side-flaps,  etc.,  etc.,  and  the  way  in 
which  the  goods  are  placed  in  the  trucks,  so  that  large  loads 
may'not  overhang,  or  be  too  high  ;  they  must  compare  the  road- 
bills  with  the  wagons  ;  see  that  they  are  placed  in  the  proper 
position  in  the  train  ;  that  they  are  entered  correctly  -and 
properly  labelled." — Gr.  Nor.  Ry.,  Eng. 

1.  "  No  goods,  cattle  or  coal  train,  may  start  without  one 
brake-van  at  the  least,  which  must  be  placed  behind  the  train ; 
and,  in  case  of  two  brake-vans  in  one  train,  one  of  the  guards 
must  ride  in  each,  so  as  to  work  both  the  brakes." — Gr.  Nor. 
Ry.,  Eng. 

In  England  the  style  of  the  car  used  prevents  brakemen 
from  traveling  backwards  anil  forwards  upon  the  top  of  the 
train,  as  in  this  country. 

"  The  freight  conductors  must  ride  on  the  tender  facing 
train,  or  else  on  the  rear  car." — 1854. 

"  The  guard  must  ride  in  his  brake-van,  and  not  upon  the 
engine  or  in  any  part  of  the  train  ;  he  is  forbidden  to  pass 
over  the  tops  of  the  carriages"  (passenger  cars)  "when  in 
motion." — Eng.  Standard. 

"  They  will  consider  themselves  to  be,  and  act  as,  brakemen 
when  their  train  is  in  motion." — 1853. 

2.  "A  rear  brakeman,  by  leaving  his  post  for  a  short  time 
to  have  a  friendly  chat  with  his  next  brakeman,  has  been  the 
immediate  cause  of  such  mischief"  (i.  e.,  the  cause  of  a  col- 
lision).—  The  Trainmasters'  Assistant,  p.  124. 


Trains  and  Stations.  163 

If  way-bills  are  not  ready,  they  will  not  take 
the  goods,  but  report  the  fact  at  once  to  the 
Superintendent,  giving  the  name  of  the  agent. 

They  will  also  refuse  to  take  cars  that,  in  their 
judgment,  are  unsafely  loaded,  reporting  the 
reason  therefor  to  the  Superintendent. 

They  must  not  move  cars  from  an  interme- 
diate siding  or  private  switch  without  way-bills 
have  been  furnished  them  by  the  agent  at  the 
last  station  they  pass  before  reaching  such 
siding  or  switch  ;  or  in  the  event  they  do  take 
freight  from  such  places  without  bills,  they  must 
report  the  same  at  the  first  station  where  there 
is  an  agent,  when  a  way-bill  must  be  made,  at 
the  prices  named  in  the  tariff,  from  the  place 
where  the  freight  was  taken. 

Passengers  should  only  be  allowed  upon 
such  freight  trains  as  the  General  Manager 
may  elect,  and  not  upon  such  trains  unless 
they  are  provided  with  tickets.1 

They  must  know  that  the  cars  contained  in 
their  train  and  reported  as  being  empty  are  so 
in  fact. 

They  must  see  that  the  cars  are  always  locked, 
except  when  loading  or  unloading  freight. 

i.  "  They  are  prohibited  from  allowing  persons  to  ride  upon 
the  freight  cars  in  the  train  ;  nor  will  they  allow  them  to  ride 
in  any  passenger  car  that  may  be  attached  to  their  train  without 
paying  for  it,  even  though  they  are  in  the  employment  of  the 
company,  unless  they  have  a  written  free  pass  from  a  proper 
person  ;  except  in  cases  of  accident  to  the  road  or  trains,  when 
they  will  act  as  the  interest  of  the  company  may,  in  their 
judgment,  require." — 1853. 


164  Railway  Service  : 

They  must  also  see  that  the  windows  of  cars 
are  fastened. 

They  must  take  loaded  cars  from  all  stations 
when  they  can  haul  them,  although  their  train 
may  be  behind  time.1 

They  must  carefully  note  (check)  upon  the 
way-bill  each  article  left  at  a  point  where  the 
company  has  no  agent,  attaching  their  signature 
to  the  bill.  If  any  goods  are  damaged  or  miss- 
ing, they  must  make  a  note  of  the  same  upon 
the  face  of  the  way-bill. 

When  loaded  cars,  destined  for  any  station, 
are  left  at  another  station,  the  way-bills  must  be 
left  with  them. 

They  are  required  to  treat  those  in  charge 
of  stock  politely,  and  render  them  every  assist- 
ance possible  in  taking  proper  care  of  their 
stock.2 

I. "  The  object  of  running  freight  trains  being  to  do  the  busi- 
ness of  the  road,  and  not  altogether  to  make  time." —  Western 
Road. 

"  In  passing  over  the  road,  they  will  attach  to  their  trains  all 
the  loaded  cars  which  may  be  ready  for  them,  in  the  order  in 
which  they  come,  whether  at  regular  stations  or  side-tracks, 
till  they  have  a  full  train  ;  but  a  loaded  car  is  not  deemed  ready 
for  the  train  until  the  agent  has  the  doors  locked  and  fastened, 
and  a  way-bill  ready  ;  and  the  conductor  will  call  for  a  way- 
bill in  all  cases,  that  he  maybe  sure  of  the  proper  distribution 
of  all  the  cars  or  freight  in  his  train.  They  will  take  all  empty 
cars  from  side  tracks  where  they  are  not  wanted,  and  draw 
them  where  they  are  required,  if  in  the  direction  in  which  they 
are  running." — 1853. 

2,  "  They  will  see  that  all  live  stock  upon  their  trains  are 
fed  and  well  taken  care  of,  and  put  the  cost  of  feeding  them 
upon  the  proper  way-bill,  for  collection  by  the  station  agent." 
—  1853- 


Trains  and  Stations.  165 

They  must  not  permit  persons  in  charge  of 
live  stock  to  ride  free  upon  their  trains  without 
a  written  permit  from  the  proper  official. 

Freight  conductors  will  be  held  responsible 
for  freight  while  in  their  charge.1 

In  leaving  loaded  cars  at  a  station,  they  will 
leave  them  at  the  most  convenient  place  for 
unloading,  and  in  cases  of  this  kind  they  must 
act  in  harmony  with  the  agent. 

They  must  personally  check  from  the  car  the 
way-freight  unloaded  and  delivered  from  their 
trains ;  the  property  must  be  checked  in  the 
presence  of  the  agent,  and  in  the  event  there  is 
any  freight  over,  or  short,  or  damaged,  the  facts 
must  be  noted  on  the  way-bill. 

In  loading  and  unloading  way- freight,  they 
must  be  particular  to  see  that  the  property 
contained  in  the  car  is  in  a  safe  position,  so  as 
not  to  be  afterwards  affected  or  damaged  by  the 
oscillation  or  jar  of  the  train. 

They  must  see  that  care  is  exercised  in  load- 
ing and  unloading  way-freight,  using  every  pos- 
sible effort  to  prevent  loss  or  damage. 

They  are  required  to  deliver  way-freight  on 
the  platform  at  the  freight  house,  or  at  such 
other  proper  and  reasonable  place  as  the  agent 
may  designate. 

I.  "  They  will  be  held  accountable  for  any  loss  or  damage  to 
freight  caused  by  rough  handling,  by  carrying  it  past  its  des- 
tination, by  wrong  delivery,  or  by  neglecting  to  take  it  at  way- 
stations,  when  requested  to  do  so  by  station  agents." — 1854. 


166  Railway  Service  : 

In  delivering  way-freight  the  train  must  not 
be  delayed  longer  than  necessary.1 

Freight  trains  must  stop  at  the  places  speci-' 
fied  in  the  schedule,  unless,  on  approaching  a 
station  or  siding,  a  signal  is  given  by  the  agent 
or  signalman  that  it  is  not  necessary  for  the 
train  to  stop.  When  this  is  done,  the  train  may 
run  past  the  station  or  siding  without  stopping, 
unless  there  are  cars  or  goods  to  leave,  when 
the  engineman  will  have  instructions  from  the 
conductor  to  stop.  In  the  case  of  a  train  timed 
to  «top  at  a  station  or  siding  "  when  required," 
the  engineman  of  such  train  must  stop  at  the  sta- 
tion, or  siding,  unless  he  receives  a  signal  to 
proceed  without  stopping.2 

They  must  not  permit  persons  not  duly  au- 
thorized to  enter  cars  or  handle  freight  on 
their  train. 

They  will  report  any  confusion  or  want  of 
method  upon  the  part  of  agents  in  loading 
freight. 

1.  "  They,  with  the  brakemen,  will  render  all  aid  in  their 
power,  on  the  arrival  of  their  train  at  a  station  to  enable  them 
to  leave  in  the  shortest  space  of  time  ;  that  as  much  time  may 
be  used  in  running,  and  as  little  in  stops  as  possible." — 1853. 

2.  "  In  order  to  prevent  the  unnecessary  stoppage  of  the 
train,  if  the  engine   has  a  full   load,  and  can  not   take  more 
wagons  on,  and  has  nothing  to  leave  at  the  station,  the  guard 
must  give  a  green  signal,  to  indicate  to  the  clerk  in  charge  that 
he  has  his  full  load,  and  can  not  take  more.    And  it  will  be  the 
duty  of  the  clerk  in  charge  to  count  the  wagons  in   the  train 
signaled  as  fully  loaded,  in   order  that  inquiry  may  be  made, 
in  case  of  any  improper  refusal  to  stop  on  the  part  of  the  en- 
gineman."— Gt.  Nor.  Ry.,  Eng. 


Trains  and  Stations.  167 

They  must  use  great  care  in  the  handling 
and  loading  of  coal  oil,  and  under  no  circum- 
stances will  it  be  loaded  with  other  freight 
that  can  be  damaged  by  it.  So  far  as  practi- 
cable, it  should  be  loaded  in  stock  cars. 

When  waiting  upon  sidings,  and  at  other 
times,  they  must  exercise  great  watchfulness  to 
prevent  cars  from  being  broken  open,  and  the 
contents  thereof  stolen  or  damaged. 

Should  a  loaded  car  become  disabled,  or  from 
any  cause  be  left  on  a  side  track,  where  there  is 
no  agent,  the  conductor  will  deliver  the  way-bill 
to  the  agent  at  the  next  regular  station,  and  en- 
dorse on  the  way-bill  when,  where,  and  why 
left,  and  report  the  facts  to  the  Superintend- 
ent.1 

When  it  is  necessary  for  trainmen  to  trans- 
fer freight  from  one  car  to  another,  the  reason 
for  such  transfer  must  be  noted  on  the  face  of 

i.  "  When  it  becomes  necessary  to  switch  off  cars  on  account 
of  accidents,  storms,  or  from  lack  of  power,  freight  conductors 
must  examine  the  contents  of  such  cars,  and  if  they  contain 
perishable  property,  it  must  be  re-loaded  by  them  and  forwarded 
immediately. 

"  When,  from  a  train  being  overloaded,  or  for  other  cause, 
it  becomes  necessary  to  leave  where  they  do  not  belong,  any 
loaded  cars  at  any  other  side  track  than  at  a  regular  station, 
they  shall  leave  a  man  from  their  train  with  them,  till  a  train 
passes  which  can  take  them  to  their  destination.  They  will 
also  note  upon  the  proper  way-bill  what  cars  they  have  left,  and 
where  they  leave  them  ;  and  when  it  becomes  necessary  to  leave 
any  disabled  loaded  cars  at  any  other  than  a  regular  station,  if 
they  have  not  empty  or  partly  loaded  cars  in  their  trains  to 
transfer  the  loading  into,  they  will  leave  a  man  with  them  un- 
til empty  cars  arrive,  and  the  loading  is  transferred  and  started 
for  its  destination." — 1853. 


168  Railway  Service  : 

the  way-bill,  and  the  number  of  the  car  into 
which  the  freight  was  transferred  must  be 
inserted,  and  the  number  originally  entered 
crossed  out. 

Conductors,  when  at  stations  doing  business, 
will  attend  personally  to  the  switching. 

They  must  not  absent  themselves  from  duty 
without  permission  from  the  Superintendent.1 

While  waiting  at  stations,  conductors  of 
freight  trains  will  do  such  switching  as  may  be 
reasonably  required  by  the  agent.2 

They  must  be  sure  that  no  cars  have  become 
detached  from  their  train  and  left  on  the  main 
track,  and  when  cars  are  left  on  a  siding,  they 
must  see  that  the  brakes  upon  such  cars  are  se- 
curely applied,  and  the  wheels  carefully  blocked, 
to  prevent  such  cars  from  being  moved,  or  in- 
terfering in  any  way,  with  trains  or  cars  upon 
other  tracks. 

They  must  indorse  their  names,  in  the  place 
provided,  on  the  back  of  each  way-bill  carried 
by  them. 

They  must  make  immediate  and  complete 
reports  to  the  Superintendent  of  all  unusual  de- 
tentions to  their  trains,  and  in  case  of  accident 

1.  "  Goods  guards  must  not  leave  their  trains  until  they  have 
been  delivered  over  to  the  foreman,  yardman  or  shunter." — 
Eng.  Standard. 

2.  "  They,  with  the  brakemen,  when  not  otherwise  employed, 
will    render  what   aid  they  can  in  wooding  and  watering,  to 
shorten  their  stops." — 1853. 


Trains  and  Stations.  169 

to  cars,  resulting  in  damage  or  loss  of  property, 
will  at  once  telegraph  or  write  all  the  facts  to 
the  Superintendent. 

They  must  carefully  enter  upon  their  reports 
the  number  of  cars  taken  from  and  left  at  each 
station,  as  already  described,  and  make  such 
other  regular  returns  as  may  be  required  of 
them. 

GENERAL    INSTRUCTIONS   TO   BRAKEMEN. 

While  on  duty,  brakemen  are  under  the  direc- 
tion of  the  conductor.1 

They  are  charged  with  the  immediate  man- 
agement of  the  brakes,  the  proper  display  and 
use  of  signals,  and  the  lights,  stoves,  water  and 
gas-fixtures  of  trains. 

They  will  be  furnished,  upon  the  requisition 
of  the  conductor,  with  a  full  set  of  train  signals, 
which  they  must  keep  in  good  order,  and  at 
hand,  ready  for  immediate  use. 

The  rear  car  of  every  train  must  be  a  brake- 
car.  A  man  must  always  be  on  the  rear  car  of 
trains ;  provided,  however,  that  when  stopping  a 
train  he  may  set  the  brakes  upon  forward  cars 
after  having  set  the  brake  on  rear  car.  % 

In  the  absence  of  automatic  brakes,  they  are 
required  to  stop  their  trains  at  stations,  and 

i.  "At  stations,  it  is  their  duty  to  assist  in  taking  on  wood 
and  water,  and,  when  not  on  runnirgduty,  must  assist  at  the 
station  in  whatever  work  may  be  required  of  them." — 1853. 


170  Railway  Service  : 

control  them  when  descending  heavy  grades 
without  the  whistle  signal  of  the  engineman.1 
In  damp  or  frosty  weather,  the  brakes  must  be 
applied  sooner  than  usual  to  prevent  running 
past  the  station. 

Brakemen  must  obey  the  order  to  apply 
brakes  instantly  without  waiting  to  ascertain 
the  occasion  of  the  signal. 

The  post  of  the  rear  brakeman  (or  flagman) 
is  on  the  last  car  in  the  train  ;  he  must  not  leave 
his  post  while  the  train  is  in  motion  except  to 
protect  it ;  he  must  be  provided  with  the  neces- 
sary signals,  and  must  see  that  they  are  dis- 
played at  the  rear  of  the  train,  in  accordance 
with  the  rules  ;  and  in  case  of  detention  or  ac- 
cident to  the  train,  he  must  immediately  go 
back,  as  directed  in  such  rules,  for  the  protection 
of  trains ;  he  must  do  this  promptly  and  with- 
out waiting  for  a  signal  from  the  engineman  or 
instructions  from  the  conductor. 

i.  "  They  are  not  allowed  to  slip  the  wheels  only  in  cases 
of  danger,  and  never  upon  the  ordinary  occasion  of  stopping 
at  a  station  ;  observing  strictly  when  the  engineman  shuts  off 
steam  on  approaching  a  station  that  it  is  a  signal,  without 
waiting  for  the  sound  of  the  whistle  to  apply  the  brakes,  using 
judgment  in  order  to  stop  at  the  proper  place  at  the  station 
without  allowing  the  train  to  press  hard  upon  the  tender  or 
engine,  allowing  the  engineman  to  stpp  the  engine  and  tender 
without  causing  them  to  draw  or  press  upon  the  train." — 1853. 

"  In  traveling  down  steep  inclines,  guards  must,  in  order  to 
steady  the  trains  and  assist  the  engine-drivers,  apply  the  rear 
brake,  care  being  taken  not  to  skid  the  wheels  except  when  a 
train  is  approaching  at  too  great  a  speed  a  station  at  which  it 
is  timed  to  stop,  or  when  the  brakes  are  specially  whistled 
for  by  the  engine-drivers." — Eng.  Standard. 


Trains  and  Stations.  171 

The  front  brakeman  is  charged  with  the  duty 
of  protecting  the  train  with  signals,  when,  from 
any  cause,  the  fireman  is  unable  to  perform  this 
duty. 

In  case  the  train  parts  on  the  road,  the  rear 
brakeman  must  immediately  apply  the  brakes 
and  stop  the  cars,  and  then  send  forward  the 
most  reliable  person  he  can  command  to  make 
danger  signals,  while  he  protects  the  detached 
portion  until  the  engine  or  front  part  of  the 
train  returns. 

When  an  assistant  engine  is  attached  to  the 
rear  of  a  train,  it  must  be  considered  as  a  part  of 
the  train,  and  in  case  of  accident  or  detention, 
the  brakeman  must  go  back  as  in  other  cases. 

They  must  examine  the  running  gear  of  the 
cars  at  the  various  stopping-places,  reporting 
to  the  conductor  any  defects  they  may  observe. 

Brakemen  will  be  held  responsible  for  the 
brakes  and  the  condition  of  the  coupling  appa- 
ratus. It  is  their  duty  to  see  that  these  are  in 
good  order  before  trains  start. 

It  is  the  duty  of  an  employ^  who  opens  a 
switch  upon  the  main  track  to  see  personally 
that  it  is  afterwards  closed  and  locked. 


Passenger  brakemen  will  report  for  duty  at 
the  time  appointed,  open  the  doors  of  the  cars, 

I.  "  Brakemen  on  passenger  trains  will  be  required  to  wear 
coats  or  overalls  when  on  duty." — 1854. 


172  Railway  Service  :  . 

and  assist  conductors  in  the  proper  disposition 
of  passengers,  and  will  aid  them  in  all  things 
requisite  to  the  prompt  and  safe  movement  of 
.the  trains,  and  the  comfort  and  convenience  of 
passengers. 

They  must  give  special  attention  to  the 
proper  heating  and  ventilating  of  the  cars, 
keeping  a  moderate,  uniform  temperature,  and 
see  that  the  air  does  not  become  impure.1 

At  all  stopping  places  they  will  twice  dis- 
tinctly announce  the  name  of  the  station,  and 
the  length  of  the  time  the  train  will  stop,  when 
such  stoppage  exceeds  two  minutes. 

They  must  assist  the  conductor  in  preserving 
order,  and  will  not  permit  passengers  to  stand 
upon  the  platforms  while  the  train  is  in  motion, 
nor  in  any  way  to  violate  the  rules  of  the  com- 
pany. 

They  must  be  respectful  to  passengers,  and 
give  polite  attention  to  their  wishes,  avoiding, 
however,  any  unnecessary  conversation. 

When  it  is  necessary  to  pass  through  sleeping 
cars,  they  will  do  so  quietly  so  as  to  avoid  dis- 
turbing passengers. 

When  not  otherwise  engaged,  they  will  stand 
at  the  door  of  the  car,  ready  to  respond  to  the 

I.  "  The  brakemen  must  light  the  car  lamps,  and  make  and 
keep  up  the  fires  in  the  cars,  fill  the  water-casks  or  jars,  and  do 
such  other  work  on  the  train  as  the  conductors  require. 

"  He  will  see  that  the  water-casks  are  filled  with  clean  water 
and  in  warm  weather  that  they  are  well  iced." — 1854. 


Trains  and  Stations.  173 

signal  of  the  engineman,  and  they  must  occupy 
this  position  whether  the  train  is  equipped  with 
automatic  brakes  or  not. 

They  are  required  to  see  that  the  water 
closets  of  cars  are  kept  in  a  cleanly  condition.1 

FREIGHT   BRAKEMEN. 

Freight  brakeman  will  report  for  duty  at  the 
time  appointed  by  the  dispatcher,  and  will 
assist  the  conductor  in  the  switching  and  mak- 
ing up  of  trains. 

They  must  not  leave  their  posts  while  the 
train  is  in  motion,  nor  take  any  other  position 
on  the  train  than  that  assigned  to  them  by  the 
conductor. 

They  must  assist  in  loading  and  unloading 
freight. 

They  are  required  to  stop  their  trains  at 
stations,  and  control  them  when  descending 

i.  "  There  is  no  water  closet  in  the  train,  no  passage  through 
the  cars,  and  no  means  of  communicating  with  the  conductors. 
Robberies  have  often  been  committed  in  the  carriages.  Each 
compartment  is  lighted  at  night  by  a  lamp  in  the  roof  and 
warmed  in  winter  by  flat  tubes  of  metal  filled  with  hot  water 
and  placed  under  the  feet  of  the  passengers  on  the  floor." — 
Private  letter  from  Rome  describing  passenger  cars  in  Italy. 

"  The  guards  must  immediately  open  the  door  of  any  car- 
riage from  which  passengers  may  require  to  alight  for  the  pur- 
poses of  nature,  etc.,  particularly  at  those  stations  where  the 
engines  take  in  water.  The  guards  must,  on  all  occasions,  rep- 
resent to  passengers  the  necessity  for  their  resuming  their  seats 
quickly  for  the  prevention  of  delay,  and  they  must  avoid  all 
loss  of  time  on  the  journey." — Regulations  English  Road. 

"  Guards,  porters,  policemen,  etc.,  etc.,  are  forbidden  to  use 
the  water  closets  provided  for  the  public,  and  will  be  fined  for 
so  doing." — Gt.  Nor.  Ry.,  Eng. 


174  Railway  Service  : 

heavy  grades,  without  the  whistle  signal  of  the 
engineman.  The  brakes  must  not  be  applied 
so  as  to  slip  the  wheels,  and  on  heavy  grades 
the  brakes  should  be  changed  frequently  from 
car  to  car  so  as  to  avoid  heating  the  wheels. 

TRAIN  AND   STATION   BAGGAGEMEN. 

The  duties  and  responsibilities  of  these  offi- 
cials are  explained  in  a  separate  volume  in 
connection  with  the  business  of  the  baggage 
department  and  the  traffic  incident  to  it.1 

ENGINEMEN. 

When  passing  over  the  road  without  a  con- 
ductor, they  will  be  held  responsible  for  the 
faithful  and  intelligent  use  of  all  the  precau- 
tions required  by  the  rules  and  regulations  gov- 
erning the  movement  of  trains.  They  must, 
therefore,  familiarize  themselves  with  such  rules 
and  regulations,  including  those  for  the  gov- 
ernment of  trainmen. 

They  are  intrusted  with  the  lives  of  passen- 
gers and  the  property  of  the  company,  including 
that  which  is  intrusted  to  it  for  transportation. 
It  is  important,  therefore,  that  they  should  not 
only  attend  promptly  to  the  signals  given  them, 
but  they  should  be  vigilant  and  cautious,  not 
trusting  blindly  to  the  signals  they  may  receive, 
nor  the  rules  and  regulations  provided  for  their 
safety. 

i.  "  BAGGAGE  CAR  TRAFFIC,"  by  Marshall  M.  Kirkman. 


Trains  and  Stations.  175 

The  engineman,  before  commencing  his  day's 
work,  must  examine  the  notices  posted  for  his 
guidance,  in  order  to  ascertain  if  there  is  any 
thing  requiring  his  special  attention  on  those 
parts  of  the  line  over  which  he  has  to  work. 

"  The  engineman  must  stand  up  and  keep  a 
good  look-out  all  the  time  the  engine  is  in  mo- 
tion, and  the  fireman  must  also  do  so,  when  he 
is  not  necessarily  otherwise  engaged."1 

It  is  the  duty  of  enginemen  and  firemen 
at  all  times  to  keep  a  sharp  look-out  to  see  that 
no  portion  of  the  train  becomes  detached  with- 
out their  instantly  observing  it.2 

Enginemen  are  under  the  direction  of  con- 
ductors when  upon  the  road,  in  all  things  not 
in  conflict  with  established  rules  and  regula- 
tions. 

Enginemen  will  observe  the  orders  of  the 
inspectors  and  master-mechanics  in  regard  to 
the  working  of  their  engines  and  the  proper 
use  of  fuel  and  stores. 

They  must  obey  the  orders  of  the  yard-mas- 
ter or  person  in  charge  in  regard  to  switching 
and  making  up  trains.3 

1.  Eng.  Standard. 

2.  "  With  the  firemen,  they  will  often  alternately  look  around 
to  see  that   all  is  right  with  the  train  while   passing   over  the 
road,  or  standing  with  their  train  at  stations,  and  to   attend 
to    signals  from  the  conductor,  for  starting  forward  or  back- 
ward."— 1853. 

3.  "  The  engine-driver  must  afford  such  assistance  with  his 
engine  as  may  be  required  for  the  formation,  arrangement,  and 
dispatch  of  his  train." — Eng.  Standard. 


Railway  Service  : 

They  must  not  start  their  trains  till  directed 
by  the  conductor,  nor  till  the  bell  of  the  engine 
has  been  rung.  They  must  start  with  care,  and 
it  is  their  duty  to,  see  before  they  get  beyond 
the  limits  of  the  station  that  no  portion  of 
their  train  is  detached.1 

They  are  required  to  start  and  stop  the  train 
slowly,  otherwise  the  couplings  and  chains  are 
liable  to  be  broken. 

In  stopping  their  trains,  they  must  pay  par- 
ticular attention  to  the  state  of  the  weather 
and  the  condition  of  the  rails,  as  well  as  to  the 
length  of  the  train.  These  circumstances 
must  have  due  weight  in  determining  when  to 
shut  off  the  steam.  Terminal  stations  must  be 
entered  with  special  care. 

They  must  be  careful  not  to  shut  off  steam 
suddenly  (except  in  case  of  danger),  so  as  to 
cause  a  concussion  of  the  cars,  by  which  train- 
men and  others  may  be  injured.  Enginemen 
of  stock  trains  are  required  to  be  particularly 
careful  in  starting  and  stopping  thek  trains. 

i.  "  When  a  passenger  train  is  about  to  start  from  the  sta- 
tion or  ticket-platform,  the  signal  to  start  given  by  the  guard 
merely  indicates  that  the  station  duty  or  the  collection  of  tick- 
ets is  completed  ;  and  previous  to  starting  the  train,  the  engine- 
driver  must  satisfy  himself  that  the  line  before  him  is  clear, 
either  by  observation,  or  by  obtaining,  by  means  of  his  whistle, 
the  exhibition  of  the  necessary  signal,  as  the  circumstances  of 
the  case  may  require,  and,  when  starting,  the  fireman  must  look 
back  on  the  platform  side  until  the  last  vehicle  has  drawn 
clear  of  the  platform,  to  see  that  the  whole  of  the  train  is  fol- 
lowing in  a  safe  and  proper  manner,  and  to  receive  any  signal 
from  the  station-master  or  guard  that  may  be  necessary." 
— Ens;.  Standard. 


Trains  and  Stations.  177 

They  must  know  exactly  what  time  is  allotted 
them  in  the  schedule,  and  they  must  not  start 
from  a  station,  even  though  they  receive  a 
signal  from  the  conductor,  unless  they  can 
reach  the  next  station  without  encroaching 
upon  the  rights  of  other  trains. 

They  must  have  their  engines  in  good  work- 
ing order,  supplied  with  the  necessary  signals, 
stores,  tools,1  fuel  and  water,  and  the  steam  ,up 
ready  to  attach  to  the  train  at  least  thirty  min- 
utes before  the  schedule  time  for  starting,  and 
as  much  earlier  as  directed  by  the  proper 
official. 

They  must  see  before  leaving  the  engine 
house  that  the  spark-arrester  and  wire  netting 
over  the  smoke-pipe  and  the  ash-pan  of  the 
engine  as 'well,  are  all  in  good  condition.2 

In  running  passenger. trains,  enginemen  must 
observe  great  care  in  the  manner  of  working 
the  automatic  brake.  It  must  be  applied  when 
the  engine  is  first  attached  to  the  train,  before 

1.  Each  engine  must  be  supplied  with  twelve  torpedoes,  two 
white  lamps,  two  white  flags,  four  red  lamps,  four  red  flags, 
two   green    flags,  two   green    lanterns,   one   yellow  flag,   one 
yellow  lantern ;  also  with  a  pair  of  screw-jacks,  extra  spring- 
hangers,  and  such  other  tools  as  may  be  necessary  to  operate 
the  engine  or  provide  for  accidents  or  delays. 

2.  "  They  will  be  particular  to  see  that  the  chimney  is  kept 
in  order,  so  as  not  to  throw  fire.     They  will  not  empty  their 
sparks  between  the  extreme  switches  at  any  station,  unless  a 
proper  place  be  provided  for  them.     Where  no  place  is  pro- 
vided, select  the  most  suitable  beyond  the  switches,  putting 
them  down  an  embankment,  if  possible,  so  as  not  to  disfigure 
the  line." — 1853. 


178  Railway  Service  : 

starting  from  the  station,  to  make  sure  that  it 
is  in  working  order ;  in  making  regular  stops,  it 
must  be  applied  in  such  manner  as  to  avoid  in- 
jury to  the  brakes,  or  discomfort  to  the  passen- 
gers. Especial  care  should  be  taken  with  short 
trains  to  apply  the  brake  sufficiently  early  to 
obviate  this  difficulty.1 

The  brakes  must  not  be  relied  upon  when 
approaching  railroad  crossings  or  other  hazard- 
ous points,  but  steam  must  be  shut  off,  and  the 
train,  whether  passenger  or  freight,  held  under 
such  control  as  to  prevent  running  past  the  ob- 
jective point  before  stopping. 

Enginemen  are  required  to  see  that  the  bell- 
cord  is  not  obstructed  by  fuel  or  otherwise.  It 
must  not  be  unfastened  until  the  end  of  the 
trip,  and  when  more  than  one  engine  is  attached 
to  the  train,  the  bell-cord  must  be  attached 
to  the  leading  engine.2 

1.  "  Should  a  passenger  train,  in  stopping  at  a  station,  over- 
run, or  stop  short  of  the  platform,  the  engine-driver  must  not 
move  the  train  back  or  draw  it  forward  until  he  receives  in- 
structions from  the  guard  in  charge  to  do  so.     Station-masters, 
guards,  and  others,  must  at  once  take  steps  \o  prevent  passen- 
gers leaving  the  carriages  that  are  not  at  the  platform  ;  and   as 
soon   as   the   guard  in   charge   has   satisfied  himself  that   all 
carriage  doors  are  closed,  and  that  no  passengers  are  entering 
or  leaving  the  train,  he   must  instruct  the  engine-driver  to  put 
back  or  draw  up  to  the  platform,  as  may  be  required.       The 
engine-driver  must  sound  his  whistle  before  moving  his  train." 
— English  Standard, 

2.  "  When  two  engines  are  employed  in  drawing  the  same 
train,  the  engine-driver  and  fireman  of  the  leading  engine   are 
responsible  for  the  observance  of  signals  ;  the  engine-driver   of 
the   second  engine  must  watch  for,   and  take  his  signals   from 


Trains  and  Stations.  179 

"  Wagons  must  not  be  shunted  into  sidings,  nor 
to  other  wagons  upon  the  main  lines,  without 
remaining  attached  to  the  engine,  except  the 
wagons  are  attended  by  a  brakeman  or  other 
person  prepared  to  put  down  the  wagon-brakes 
or  apply  sprags,  as  the  case  may  be,  so  as  to  pre- 
vent their  coming  into  violent  contact  with 
other  wagons  or  vehicles,  or  fouling  other  lines. 
When  wagons  require  to  be  shunted  into  incline 
sidings,  the  trucks  to  be  moved  at  one  shunt 
must  be  limited  to  such  a  number  as  the  en- 
gine can  push  up  without  going  at  a  violent 
or  excessive  speed."1 

They  must  promptly  obey  all  signals  given, 
even  though  they  may  think  such  signals  un- 
necessary. When  in  doubt  as  to  the  meaning 
of  a  signal,  they  must  stop  and  ascertain  the 
cause,  and,  if  a  wrong  signal  is  shown,  it  is 
their  duty  to  report  the  fact  to  the  Superin- 
tendent.2 

They  must   notice  whether   watchmen  and 

the  engine-driver  of  the  leading  engine,  but  the  engine-driver 
of  the  second  engine  is  not  relieved  from  the  due  observance  of 
all  signals  regulating  the  safe  working  of  the  line.  Great 
caution  must  be  used  in  starting  such  a  train  to  prevent  the 
breaking  of  couplings." — Eng.  Standard. 

1.  Eng.  Standard. 

2.  "  The  engine-driver  and  fireman  must  pay  immediate   at- 
tention to  and  obey  all  signals,  whether  the  cause  of  the  signal 
being   shown  is   known  to  them  or  not.      The  engine-driver 
must   not,  however,  trust  entirely  to  signals,  but  on  all   occa- 
sions be  vigilant  and  cautious.    He  must  also  obey  the  instruc- 
tions of  the  officers  in  charge  of  stations."—  Eng.  Standard. 


180  Railway  Service  : 

flagmen  are  at  their  posts,  and  report  to  the 
Superintendent  any  neglect  of  duty  that  they 
may  observe. 

They  must  also  report  the  absence  of  lights  at 
switches,  where  such  lights  should  be  shown.1 

They  must  approach  and  pass  stations  where 
their  trains  do  not  stop  with  great  caution. 

When  trains  are  running  over  the  road  in 
heavy  storms,  or  immediately  after  such  storms, 
enginemen  will  run  very  cautiously,  and  without 
regard  to  making  schedule  time.  They  should 
ran  slowly  and  cautiously  in  approaching  curves 
and  places  where  the  track  is  likely  to  be  washed 
away. 

Great  care  should  be  taken  to  prevent  the 
killing  of  live  stock,  and  engines  must  come  to 
a  full  stop,  if  necessary,  to  avoid  killing  or  in- 
juring stock.2  Conductors  and  enginemen  must 
report  to  the  Superintendent,  in  writing,  giving 
full  particulars  whenever  stock  is  killed  or  in- 
jured by  their  engines  or  trains. 

"  Engine-drivers,  after  taking  water  from 
tanks  or  water-columns,  must  be  careful  to  leave 
the  hose  or  water-crane  clear  of  the  main  line 
and  properly  secured."3 

1.  "  The  absence  of  a  signal  at  a  place  where  a  signal  is  or- 
dinarily shown,  or  a  signal    imperfectly  exhibited,   must  be 
considered   a  danger  signal,  and   treated  accordingly,  and  the 
fact   reported  to   the   signalman  or    station-master."  —  Great 

Western  Ry.,  England. 

2.  "  Pass  all   roads   cautiously;   be   careful  not  to  frighten 
horses,  and  at  Blank  take  extra  care." — 1853. 

3.  English  Standard. 


Trains  and  Stations.  181 

They  must  not  permit  burning  cotton,  waste 
or 'hot  cinders  to  be  thrown  from  the  engine  or 
tender  while  in  motion,  and  must  use  every  pre- 
caution when  passing  bridges,  culverts,  build- 
ings, and  wood-piles  to  prevent  the  same  from 
taking  fire  from  their  engines.  The  dampers  of 
ash-pans  must  be  closed  when  passing  over 
wooden  bridges  or  culverts.1 

They  will  not  be  permitted  to  clean  or  empty 
their  ash-pans  on  the  main  track,  except  at  points 
designated  by  the  Superintendent. 

Enginernen  must  so  arrange  their  fires  as  to 
avoid  any  unnecessary  emission  of  smoke  from 
their  engines  while  standing  at  or  passing 
stations. 

They  must  not  leave  their  engine  during  the 
trip,  except  in  cases  of  necessity,  and,  when 
absent  from  it,  they  must  leave  the  fireman 
or  some  other  competent  person  in  charge. 

The  store-keepers  will  provide  them  with 
tickets  for  wood  and  coal,  and  they  will  not  be 
furnished  such  supplies  except  upon  the  deliv- 
ery of  a  ticket  to  the  person  in  charge,  for  the 
correct  amount  supplied  them.  It  is  important, 
therefore,  that  they,  at  all  times,  keep  a  suffi- 
cient supply  of  tickets  on  hand. 

When  a  conductor  is  disabled,  the  engine- 
man  will  have  full  charge  of,  and  be  held 
responsible  for  the  safety  of  the  train  until 

T.  "  Pass  all  important  bridges  carefully  and  at  a  reduced 
speed,  with  the  ash-pan  closed." — 1853. 


182  Railway  Service  : 

an  authorized  person  assumes  charge  of  it. 
Enginemen  must  never  leave  their  engine 
when  steam  is  up  without  shutting  the  regu- 
lator, throwing  the  engine  out  of  gear,  and 
applying  the  tender-brakes. 

They  must  report  the  condition  of  their 
engines  to  the  inspector  or  master-mechanic  at 
the  end  of  each  trip. 

They  will,  at  all  times,  assist,  when  called 
upon,  in  making  any  repairs  to  their  engine 
that  may  be  necessary.  When  required  to 
work  in  the  shops,  they  will  be  subject  to  shop 
rules  and  regulations.1 

When  enginemen  or  firemen  become  morose 
and  sour  from  long  service,  they  should  be 
retired. 

FIREMEN. 

Firemen,  when  on  duty  upon  the  road,  are 
under  the  direction  of  the  enginemen.2 

They  will  obey  the  orders  of  the  master  me- 
chanic or  inspectors  of  engines  in  regard  to  the 
use  of  fuel  and  the  proper  manner  of  firing. 

They  must  be  on  their  engines  at  least  thirty 
minutes  before  time  of  starting,  and  conform 
to  any  directions  they  may  receive  from  the 
enginemen.3 

1.  "When   not   on   running   duty,  they  will  assist   in   the 
machine  shop,  and  conform  to  its  rules." — 1853. 

2.  "  They  will  act  under  the  direction  of  the  engineman, 
and  will  aid  in  the  small  daily  repairs  and   cleaning  of  the 
machine." — 1853. 

3.  "  They  must  see  that  the  boilers  are  properly  filled  be- 
fore firing  up  ;  that  the  fires  are  kindled  in  proper  time,  and 


Trains  and  Stations.  188 

They  must  supply  the  engine  regularly  with 
fuel  and  water,  at  the  discretion  of  the  engine- 
man.  They  must  ring  the  bell  when  required, 
and  must  assist  in  oiling,  and  apply  the  tender- 
brake,  in  accordance  with  the  orders  and  signals 
of  the  engineman.1 

They  will  assist  in  keeping  a  constant  look- 
out upon  the  track,  and  must  give  the  engine- 
man  prompt  notice  of  any  obstruction  they 
may  perceive. 

They  must  make  themselves  familiar  with 
train  rules,  including  those  that  apply  to  the 
protection  of  trains,  and  must  understand  the 
use  of  signals,  and  be  prepared  to  use  them  or 
respond  to  them  promptly  and  discreetly. 

They  must  take  charge  of  the  engine,  should 
the  engineman  at  any  time  be  absent,  and  will 
not  leave  it  until  his  return,  nor  suffer  any 
unauthorized  person  to  be  upon  it. 

They  will  not  attempt  to  run  an  engine  in 
the  absence  of  the  engineman  without  permis- 
sion from  the  master  mechanic,  unless  they  are 
directed  to  do  so  by  the  conductor  or  other 

that  all  the  working-joints  of  the  engine  are  kept  well  oiled, 
together  with  such  other  duty  as  the  enginemen  may  require 
of  them." — 1854. 

"  They  are  strictly  forbidden  to  throw  fire  or  sticks  of 
wood  upon  the  road,  as  also  to  interfere  in  ariy  manner  with 
the  running  of  the  machine." — 1853. 

i.  Before  arriving  at  the  station  where  they  are  to  take 
wood,  they  will  pile  up  their  remaining  wood  in  the  front  part 
of  the  tender,  that  the  wood  from  the  station  may  be  taken  in 
with  the  greatest  dispatch. 


184  Railway  Service  : 

authorized  officer  in  consequence  of  some  spe- 
cial emergency. 

They  must  keep  their  engines  clean,1  and 
must  assist  when  not  otherwise  engaged  in 
making  such  repairs  as  may  be  required. 

When  at  work  in  shops,  they  will  be  subject 
to  the  rules  and  regulations  governing  shop 
labor. 

INSPECTORS   OF  ENGINES. 

Inspectors  of  engines  will  obey  all  orders  of 
the  master  mechanic,  and  must  report  to  him. 

They  are  required  to  ride  upon  the  engines 
and  instruct  enginemen  and  firemen  in  regard 
to  the  proper  working  and  firing  of  engines,  so 
as  to  obtain  the  best  results  in  the  consumption 
of  fuel  and  stores. 

They  must  study  the  capacity  of  the  various 
engines. 

It  is  their  duty  to  see  that  the  regulation 
pressure  of  steam  is  not  exceeded,  and  that 
the  boilers  are  washed  as  often  as  necessary. 

They  must  see  that  engines  are  equipped  with 
signals,  tools,  and  articles  necessary  to  their 
efficient  working,  and  that  injectors,  pumps, 
brakes,  and  other  fixtures  are  in  good  working 
order. 

They  will  advise  the  Superintendent  of  the 
number  of  cars  to  be  allotted  to  each  class  of 

i.  "  During  the  passage,  whenever  they  have  an  opportunity, 
they  will  wipe  the  connecting-rods  and  most  exposed  parts  of 
their  machine,  keeping  it  as  clean  and  neat  as  possible." — 1853. 


Trains  and  Stations.  185 

engines,  and  report  to  him  when  engines  of 
through  freight  trains  are  not  given  cars  to 
their  full  capacity,  or  when  an  engine  is  over- 
loaded. 

They  will  consult  with  the  shop  foremen  in 
regard  to  the  daily  condition  and  requirements 
of  the  engines  running  upon  their  divisions. 

They  will  report  to  the  master  mechanic  and 
Superintendent  the  qualifications  of  engine- 
men  and  firemen,  and  any  violation  of  rules 
or  neglect  of  duty  which  may  come  to  their 
knowledge,  and  keep  them  advised  of  all  mat- 
ters relating  to  the  economical  and  efficient 
working  of  the  engines  and  their  crews. 

YARD   MASTERS. 

They  will  have  charge  of  the  yard  and  sid- 
ings at  stations  where  trains  are  formed,  the 
movement  of  trains  in  connection  therewith, 
and  of  the  yard  force  employed  thereat. 

When  the  business  is  not  sufficient  to  require 
a  yard  master,  the  duties  of  the  office,  gener- 
ally, will  be  performed  by  the  agent. 

They  are  responsible  for  the  dispatch  of 
trains,  the  prompt  movement  of  cars  within 
the  limits  of  the  yard,  and  the  proper  position 
of  switches. 

They  must  carry  out  the  orders  of  the  Super- 
intendent in  regard  to  the  distribution  of  cars, 


186  Hailway  Service  : 

the  making  up  of  trains,  and  assigning  motive 
power  therefor.1 

They  must  give  directions  for  switching  and 
placing  cars  in  proper  position  in  trains,  and  see 
that  such  trains  leave  on  time.2 

They  must  see  that  the  train  force  is  ready  for 
duty  at  the  time  required,  and  that  both  en- 
ginemen  and  conductors  are  supplied  with 
schedules,  signals,  lamps,  tools,  and  such  fix- 
tures as  are  required  for  the  safety  and  good 
management  of  trains. 

They  must  not  permit  a  train  to  start  with 
an  engineman,  conductor,  or  brakeman  who  is 
unfit  for  duty,  nor  fail  to  report  such  an  occur- 
rence to  the  Superintendent. 

They  must  see  that  the  yard  is  kept  in  good 
order,  and  that  cars  requiring  serious  repairs  are 
sent  to  the  shop. 

It  is  their  duty  to  see  that  car  repairmen  per- 
form their  duties  of  oiling,  cleaning,  inspecting, 
and  repairing  cars  in  a  thorough  and  efficient 

1.  "At  any  terminus,  or  large  station  where  carriages  are 
kept,  the  station-inspectors  are  to  see  that  they  are  always  in 
good  order,  and,  before  being  formed  into  a  train,  that  every 
carriage  or  other  vehicle  has  its  proper  supply  of  roof-lamps 
trimmed;  that  it  is  cleaned  inside  and  out,  and  the  glasses  and 
handles  made  bright.     They  are  also  to  see  to  the  screwing 
up  of  the  connections,  and  that  the  buffers  of  the  several  car- 
riages forming  the  train  press  against  each  other,  and  recede 
about  an  inch  when  screwed  up,  and  also  to  take  care  the  doors 
on  the  off-side   of  all  carriages   are  locked." — Gt.  Nor,  Ry., 
England. 

2.  The  duties  of  yard  masters  referred  to  herein,  refer  more 
directly  to  freight  trains. 


Trains  and  Stations.  187 

manner.     Any  neglect  they  may  observe  must 
be  reported  to  the  Superintendent.1 

They  must  see  that  a  record  is  kept  of  the 
number  of  each  car,  the  date  it  arrived  and  de- 
parted, and  that  daily  telegraphic  returns  of 
the  same  are  made. 

i.  "At  stations  where  carriage-examiners  are  kept,  the  station 
master,  or  person  in  charge,  must,  before  starting  the  train, 
satisfy  himself  that  the  examination  of  it  has  been  completed, 
and  that,  so  far  as  the  carriage-examiner  is  concerned,  the  train 
is  all  right  and  fit  to  proceed.  At  stations  where  examiners 
are  not  kept,  steps  must  be  taken  to  remedy  any  defect  that 
may  be  observed  in  the  running  of  the  vehicles,  by  supplying 
oil  or  grease  to  the  axle-boxes  of  any  that  may  require  it,  or 
removing  the  defective  vehicles  from  the  train,  as  may  be  found 
necessary." — Eng.  Standard. 


188  Railway  Service  : 

CHAPTER  VIII. 

TELEGRAPH   OPERATORS. 

Telegraph  operators  at  stations  will  observe 
the  wishes  of  agents,  when  such  observance 
does  not  interfere  with  their  duties  as  operators. 

They  are  required  to  be  on  duty  without  in- 
termission during  business  hours,  and  must  not 
leave  their  offices  without  permission  from  the 
Telegraph  Superintendent. 

They  must  not  leave  their  post  until  relieved. 
The  operator  going  off  duty  must  advise  the 
operator  coming  on  in  regard  to  unfinished  busi- 
ness and  the  position  and  character  of  trains 
upon  the  line. 

Offices  will  be  in  charge  of  the  day  operator. 

Where  two  or  more  day  or  night  operators 
are  employed,  they  must  not  all  be  absent  at 
their  meals  at  the  same  time. 

Operators  at  way-stations  must  be  in  their 
offices  on  Sundays  twenty  minutes  before  each 
train  is  due,  and  remain  in  the  office  until  the 
train  is  reported  as  having  passed  the  next  tele- 
graph station. 

Operators  must  not  leave  their  offices  while 
a  train  is  at  the  station  unless  the  business  of 
such  train  requires  it. 


Trains  and  Stations.  189 

They  must  be  courteous  in  their  intercourse 
with  each  other  and  with  all  persons  transacting 
business  at  their  offices. 

Night  operators  must  report  to  the  home 
office  every  half  hour  from  9  P.  M.  till  7:30  A.  M. 

At  one  minute  before  eight  o'clock  A.M.  each 
day,  excepting  Sundays,  all  business  must 
be  suspended,  for  the  purpose  of  enabling  the 
home  office  to  report  the  exact  time,  and  opera- 
tors and  others  on  the  line  must  forthwith  regu- 
late their  timepieces  to  correspond  with  such 
report. 

At  nine  o'clock  in  the  morning  of  each  day 
except  Sunday,  all  business  will  be  suspended, 
for  the  purpose  of  sending  car  reports  to  the 
home  office.  In  sending  these  reports,  care 
must  be  taken  to  punctuate  them  properly. 

All  orders  and  instructions  must  be  carefully 
preserved  and  filed  for  purposes  of  reference. 

^Vhen  there  is  a  delay  of  more  than  fifteen 
minutes  in  sending  a  message,  the  particulars  of 
the  delay  must  be  noted  on  the  back  of  such 
message. 

When  practicable,  messages  received  for 
transmission  should  be  read  aloud  before  being 
sent,  either  by  or  in  the  presence  of  the  sender. 

They  will  be  held  responsible  for  the  prompt 
delivery  of  messages  at  their  stations. 

They  must  exert  themselves  to  obtain  an- 
swers to  message  promptly  when  answers  are 
required. 


190  Railway  Service  : 

In  case  parties  to  whom  messages  are  ad- 
dressed can  not  be  found,  the  office  at  which 
the  message  originated  should  at  once  be 
notified. 

When  answers  are  required  to  messages  and 
are  not  forthcoming,  the  reason  should  be  ex- 
plained as  soon  as  practicable. 

They  must  retain  copies  of  all  messages  sent 
and  received,  also  copies  of  reports  of  trains. 

They  must  consider  telegraphic  messages  as 
confidential  in  their  nature,  and  they  must  not 
permit  them  to  be  read,  except  by  those  to 
whom  they  are  addressed,  nor  will  they  make 
them  the  subject  of  conversation  or  remark. 

Passes  received  by  telegraph  must  be  written 
with  ink,  and  must  contain  the  name  of  the 
office  where  received,  the  date  and  time  of  re- 
ceipt, including  the  signature  of  the  operator. 

In  transmitting  messages,  the  circuit  must 
be  firmly  connected,  the  writing  must  be  plain 
and  legible,  and  care  must  be  exercised  to  punc- 
tuate in  accordance  with  the  communication 
itself. 

In  case  of  interruption  or  trouble  to  the  line, 
operators  must  make  diligent  inquiry  as  to  its 
location.  The  facts  must  at  once  be  communi- 
cated by  signal  or  otherwise  to  repairers  or  to 
trackmen,  diligent  efforts  being  made  by  the 
operators  themselves  to  remedy  the  break. 

Care   must  be   exercised  to  protect  instru- 


Trains  and  Stations.  191 

ments  from  being  injured  by  atmospheric  elec- 
tricity. 

Instruments  must  not  be  taken  apart,  but 
must  be  carefully  preserved  in  good  order,  and 
none  must  be  kept  on  hand  that  are  not  in  use. 
Instruments  or  fixtures  not  in  use  or  in  a  dam- 
aged condition  must  be  returned  to  the  home 
office. 

The  telegraph  must  not  be  used  for  the  trans- 
mission of  communications  which  may  be  sent 
by  train  without  detriment  to  the  interests  of 
the  company. 

They  must  promptly  report  the  departure  of 
each  train  to  the  Sxiperintendent ;  the  arrival 
of  trains  must  also  be  reported  at  terminal 
stations. 

Conductors  are  instructed  to  report  to  the 
Superintendent  when  they  are  over  fifteen 
minutes  late ;  in  the  event  they  neglect  to  do 
this,  operators  must  inquire  as  to  the  cause  of 
the  delay,  and  forthwith  transmit  to  the  Super- 
intendent the  result  of  these  inquiries,  also  the 
name  of  the  conductor  and  the  number  of  his 
train.  If  the  delay  was  caused  by  a  hot  jour- 
nal, the  number  of  the  car  or  engine  upon 
which  it  was  located  must  also  be  reported. 

They  must  see  that  they  are  supplied  with 
proper  signals  for  stopping  trains,  and  will  have 
them  convenient  and  in  order  for  immediate  use 
when  occasion  requires.  They  must  see  that 


192  Railway  Service  : 

their  signal  lamps  are  properly  trimmed  and 
filled  before  dark  each  day. 

They  will  observe  the  rear  of  all  trains  pass- 
ing their  stations,  and  if  red  signals  are  not 
displayed,  they  will  at  once  report  the  omission 
to  the  Superintendent. 

Particular  attention  must  be  given  to  the 
adjustment  of  relays  when  trains  are  behind 
time,  or  when  the  current  is  weak. 

They  will  not  be  allowed  to  undertake  to 
teach  students  how  to  telegraph  without  per- 
mission from  the  Telegraph  Superintendent. 

Conversation  of  a  personal  nature  between 
operators  must  not  be  allowed  to  interrupt 
business. 

Improper  language  or  profanity  should  not  be 
indulged  in  on  the  line. 

Quarreling  and  contention  amongst  operators 
for  the  use  of  the  circuit  is  reprehensible  in  the 
extreme.  Should  the  current  be  interrupted 
while  an  operator  is  using  the  circuit,  he  should 
stop  and  ascertain  the  cause ;  should  the  inter- 
ruption be  occasioned  by  another  operator  hav- 
ing business  entitled  to  preference,  in  accordance 
with  the  rules,  he  will  give  way  to  such  oper- 
ator ;  but  in  the  event  this  is  not  the  case,  will 
signal  such  operator,  "  Close  your  key  ;  you  are 
breaking,"  closing  his  own  key  immediately 
thereafter.  If  the  signal  is  not  at  once  complied 
with,  the  operator  will  permit  his  key  to  remain 


Trains  and  Stations.  193 

closed  until  he  can  proceed  without  interrup- 
tion, when  he  will  at  once  report  the  case  to  the 
Telegraph  Superintendent. 

They  must  disconnect  their  instruments  from 
the  circuit  when  they  leave  their  offices. 

Offices  at  which  there  are  night  operators 
must  be  kept  open  continuously.  Other  offices 
must  be  kept  open  from  7:30  A.M.  to  8  P.M, 

TELEGRAPH    REPAIRERS, 

Telegraph  repairers  must  pass  over  the  road 
frequently. 

They  must  closely  observe  the  condition  of 
the  line,  making  a  careful  examination  of  the 
connections  at  the  various  offices. 

They  will  report  to  the  Telegraph  Superin- 
tendent each  morning  the  part  of  the  road  they 
propose  visiting  during  the  day. 

When  traveling  upon  the  road,  they  must  ride 
in  the  rear  end  of  the  last  car,  so  that  their  view 
of  the  line  may  be  unobstructed. 

They  must  keep  the  telegraph  poles  in  proper 
position,  the  wires  connected,  insulated  and 
clear  of  all  obstructions,  and  must  make  neces- 
sary repairs,  calling  upon  the  foremen  of  sec- 
tions when  assistance  is  required. 

As  they  proceed,  they  must  ascertain  at  the 
various  telegraph  stations  how  the  line  is  work- 
ing. 

When  upon  duty,  they  must  carry  with  them 
13 


194  Railway  Service  : 

the  tools  required  in  their  business,  such  as 
pulleys,  vises,  plyers  and  file,  hooks  or  cleats, 
insulators,  etc. 

They  must  see  that  operators  and  section 
foremen  are  supplied  with  wire,  insulators,  and 
other  fixtures  required  in  making  repairs. 

It  is  their  duty  to  instruct  operators  and 
foremen  of  sections  in  reference  to  splicing 
wire  and  making  other  repairs  necessary  from 
time  to  time. 

In  case  of  a  break  or  obstruction  to  the  line, 
they  must  make  diligent  search  for  its  where- 
abouts, and,  having  ascertained  its  location, 
proceed  at  once  to  make  the  necessary  repairs. 
Having  done  this,  they  will  report  to  the 
Telegraph  Superintendent  the  location  of  the 
difficulty  and  its  cause. 


Trains  and  Stations.  195 


CHAPTER    IX. 


AGENTS. 


The  duties  of  agents  in  connection  with  the 
baggage  department  and  its  affairs  are  treated 
of  separately  in  connection  with  the  baggage 
department  and  its  traffic,  as  already  explained 
herein. 

RULES     REFERRING    TO    THE    PASSENGER 
TRAFFIC. 

Agents  must  be  careful  to  keep  on  hand,  at 
all  times,  a  supply  of  tickets  sufficient  to  answer 
the  wants  of  the  business  of  their  stations. 

Agents  must  use  every  exertion  to  supply 
passengers  with  tickets  before  such  passengers 
enter  the  cars,  but  they  must  not  sell  tickets  to 
stations  at  which  the  train  does  not  stop. 

Agents  must  not  sell  tickets  to  persons  who 
are  unfit  to  take  care  of  themselves,  or  who 
might  endanger  the  lives  of  passengers,  or  prove 
an  annoyance  to  them. 

I.  The  rules  and  regulations  governing  the  collections  and 
accounts  for  freight  and  passenger  traffic  (Revenue)  and  the 
Disbursements  of  railways,  have  already  been  discussed  by  the 
writer  in  volumes  referring  specifically  to  such  matters.  The 
volumes  in  question  embrace,  incidentally,  many  of  the  regu- 
lations governing  the  business  of  railways,  and  as  much  of  the 
information  they  contain  might  properly  find  lodgment  in  this 
book,  it  is  not  improper  to  explain  here  the  reason  of  its  omis- 
sion. 


196  Railway  Service  : 

Agents  must  attend  to  the  comfort  and  con- 
venience of  travelers,  and  must  give  informa- 
tion when  requested  by  them  in  a  courteous 
and  satisfactory  manner.1 

Agents  will  observe  the  deportment  of  train- 
men toward  passengers,  and  will  report  to  the 
Superintendent  any  rudeness  or  incivility  that 
may  come  under  their  observation. 

FREIGHT    REGULATIONS. 

The  rules  and  regulations  accompanying  the 
freight  tariffs  of  the  various  companies  are 
more  or  less  particular  to  recapitulate  the  cir- 
cumstances under  which  freight  will  be  re- 
ceived by  them,  and  the  extent  of  their  respon- 
sibility for  the  property  which  they  transport. 
Many  of  the  regulations  and  exceptions  are' 
exceedingly  pertinent,  and  in  accordance  with 

i.  "  They  must  be  courteous  and  respectful  in  their  deport- 
ment to  passengers,  and  if  any  agent  is  known  to  be  otherwise, 
he  will  be  reported  to  the  Superintendent  for  misdemeanor, 
and,  if  the  offense  be  repeated,  be  liable  to  suspension  or  dis- 
missal. As  much  fault  has  been  found  with  some  of  the  sellers 
of  the  road  for  their  want  of  courtesy,  a  strict  observance  of 
this  rule  is  requested." — 1854. 

"  He  must  take  care  that  all  the  servants  at  his  station  be- 
have respectfully  and  civilly  to  passengers  of  every  class.  He 
must  take  care  that  all  the  servants  come  on  duty  clean  in  their 
persons  and  clothes,  and  in  the  uniform  supplied  to  them. 
Every  exertion  must  be  made  for  the  expeditious  dispatch  of 
the  station  duties,  and  for  insuring  the  safety  of  the  public,  and 
punctuality  of  the  trains.  The  station  master  must  report, 
without  delay,  to  his  superior  officer,  neglect  of  duty  on  the 
part  of  any  of  the  company's  servants  under  his  charge,  and 
forward  to  him  particulars  of  any  complaint  made  by  the  pub- 
lic."— English  Standard* 


Trains  and  Stations.  197 

good  business  usage  and  the  laws  governing 
common  carriers.  Many  of  them,  however, 
possess  no  value  whatever.  Grlendower  could 
call  spirits  from  the  vasty  deep,  and  so  could 
Percy,  but  neither  of  them  ever  elicited  any 
intelligent  response.  And  so  any  body  can 
frame  rules  and  exceptions  governing  the  car- 
riage of  goods  and  passengers,  but  only  those 
in  harmony  with  the  responsibilities  of  common 
carriers  possess  any  virtue  further  than  that 
they  may,  perhaps,  sometimes  induce  the 
patrons  of  a  company  to  exercise  greater  care 
in  particular  cases,  than  they  otherwise  would. 
But  this  good  is  perhaps  more  than  coun- 
ter-balanced by  their  pernicious  effect  upon 
employes.  In  many  cases  the  regulations  that 
hold  good  in  one  section  or  state,  have  no 
binding  force  elsewhere.  It  is  impossible, 
therefore,  in  a  work  of  this  description  to 
classify  or  arrange  them.  Hence  the  writer 
has,  as  a  rule,  designed  to  omit  all  reference 
to  them  herein. 

DIRECTIONS    TO    AGENTS    RECEIVING    FREIGHT 
FOR    SHIPMENT. 

They  must  not  take  a  verbal  order  for  the 
forwarding  of  freight,  but  must  in  each  instance 
require  shippers  to  furnish  a  shipping  ticket. 
It  must  contain  a  description  of  the  marks 
upon  the  freight,  the  consignments,  name  of 


198  Railway  Service  : 

route,  also  name  of  nearest  railroad  station 
(if  destination  is  not  located  upon  a  railway 
line),  etc.  The  ticket  must  be  £led  and  pre- 
served for  future  reference. 

The  shipping  ticket  for  articles,  which  the 
tariff  directs  must  be  transported  at  owner's 
risk,  must  read  "  owner's  risk."  The  receipt 
given  for  the  property  must  also  read  "at  own- 
er's risk."  Agents  must  see  that  shippers  under- 
stand the  conditions  on  which  such  property  is 
received  by  the  company. 

Agents  will  not  receive  freight  unless  it  is 
marked  with  the  address  of  the  consignee  in 
full.  Initials  are  not  sufficient. 

They  will  not  receive  shipments  of  flour, 
wool,  rags,  hides,  iron,  and  other  articles  which 
can  not  be  fully  marked  with  the  place  of  desti- 
nation and  name  of  consignee,  and  which  are,  in 
consequence,  liable  to  be  mixed  with  other  con- 
signments of  a  similar  description  consigned  to 
other  parties,  unless  such  shipments  are  branded, 
numbered,  or  marked,  so  that  each  package  or 
consignment  may  be  easily  distinguished  and 
accurately  described  in  the  way-bill.  To  insure 
correct  delivery  at  destination,  the  brands,  num- 
bers, or  marks  on  each  package  must  be  en- 
tered in  detail  on  the  way-bill ;  such  freight 
as  is  liable  to  pilferage,  especially  from  con- 
necting lines,  must  be  carefully  handled,  and 
agents  must  satisfy  themselves  that  such  prop- 


Trains  and  Stations.  199 

erty  has  not  been  re-coopered  or  pilfered,  or  dam- 
aged by  wet  at  the  time  of  its  receipt  by  them ; 
and,  further,  that  it  is  in  all  respects  in  good 
order. 

Freight  should  be  forwarded  as  soon  as  possi- 
ble after  its  receipt. 

When  buggies  and  carriages  not  boxed  are 
shipped,  agents  must  see  that  they  do  not  con- 
tain any  loose  articles,  such  as  cushions,  har- 
ness, whips,  robes,  etc.;  all  such  articles  should 
be  boxed  and  shipped  separately. 

They  will  decline  to  receive  freight  for 
re-shipment  the  charges  upon  which  have  been 
prepaid  from  point  *  of  shipment  to  destina- 
tion, unless  the  money  tfo  prepay  to  destination 
is  tendered  with  the  property.  This  rule  does 
not,  of  course,  apply  in  those  cases  where 
freight  is  billed  through. 

Charges  on  perishable  property  must  be  pre- 
paid or  guaranteed  by  responsible  parties. 

Articles  that  are  not  considered  worth  the 
charge  at  forced  sale  will  not  be  taken,  unless 
such  charges  are  prepaid. 

When  cooperage  is  required,  packages  are 
subject  to  a  charge  therefor. 

DIRECTIONS       TO      AGENTS — RECEIPTING     FOR 
FREIGHT. 

Whenever  freight  is  received  at  a  station  for 
shipment,  they  must  invariably  issue  a  receipt 
therefor,  correctly  filled  up  and  in  conformity 


200  JRailway  Service  : 

with  the  printed  form  of  receipt  provided.  They 
must,  moreover,  in  each  instance  say  to  shippers : 
"  Your  attention  is  directed  to  the  conditions 
printed  in  this  receipt,  which  are  the  conditions 
upon  which  your  freight  is  received  by  the 
Company." 

They  must  know  from  personal  examination 
that  they  receive  the  property  they  receipt  for, 
and  that  the  marks  upon  such  property  corre- 
spond with  the  marks  as  described  in  the  receipt ; 
also  that  property  is  well  packed  and  clearly 
marked. 

They  must  be  sure  when  receipting  for  freight 
that  the  receipt  contains  an  accurate  statement 
of  all  marks  upon  the  packages,  also  that  it 
states  the  destination  of  the  property,  gives 
the  brand  of  flour,  the  marks  upon  bales  of  wool, 
cotton  or  rags,  upon  barrels  of  oil,  hogsheads  of 
tobacco,  bars  or  bundles  of  iron,  the  mark  or 
description  of  tag  on  each  package  of  hides, 
etc.,  etc.  As  property  is  frequently  packed  for 
shipment  in  second-hand  barrels  or  boxes,  with- 
out the  original  marks  being  obliterated  or 
erased,  agents  must  be  careful  to  see  that  all 
such  marks  are  obliterated  before  receipting 
for  the  property. 

In  receipting  for  cars  loaded  by  shippers, 
the  receipt  must  read  "  shipper's  count,"  "  more 
or  less,"  except  when  the  right  number  of 
packages,  measurement,  weight,  quantity,  etc., 
etc.,  are  known  by  the  agent  to  be  in  the  car. 


Trains  and  Stations.  201 

When  a  receipt  is  given  covering  a  variety  of 
articles,  such  as  a  lot  of  household  furniture, 
each  separate  piece  must  be  properly  marked, 
and  a  bill  of  particulars  furnished  by  the  con- 
signor. 

If  a  package  is  broken,  the  agent  must  ascer- 
tain if  any  loss  or  damage  to  the  contents  has 
accrued,  noting  the  particulars  upon  the  receipt 
and  way-bill. 

When  freight  that  is  liable  to  be  damaged  by 
the  weather  is  shipped  in  open  cars,  it  must  not 
be  received  except  at  the  owner's  risk,  and  the 
receipt  which  is  given  must  so  state. 

If  no  rate  is  inserted  in  the  receipt  issued  by 
the  agent,  he  must  draw  his  pen  through  the 
blank  space  provided  for  inserting  the  rate. 

All  freight,  except  that  loaded  by  shippers, 
must  be  checked  before  it  is  receipted  for,  the 
quantity  or  full  number  of  packages  being 
stated  in  each  instance.  The  receipt  or  way- 
bill must  not  read  "shipper's  tally,"  or  "more 
or  less." 

When  freight  is  received  in  bad  order  from 
transportation  companies  or  from  any  person 
whatever,  agents  must  be  careful  to  note  on 
the  receipt  and  the  way-bill  as  well,  the  exact 
condition  of  the  property.  The  term  "bad 
order"  or  "b.  o."  must  never  be  used.  Pack- 
ages received  in  bad  order  must  be  carefully 
weighed  and  the  weight  entered  upon  the  re- 
ceipt and  way-bill. 


202  Railway  Service  : 

They  must  not  sign  receipts  agreeing  to 
deliver  property  at  any  point  beyond  the  ter- 
minus of  the  road,  but  may  agree  upon  and 
insert  the  through  rate  when  specially  author- 
ized. 

When  freight  is  contracted  through  to  any 
point  upon  another  line,  agents  must  enter  the 
through  rate  on  the  bill  of  lading  or  receipt, 
also  each  road's  proportion  of  the  through  rate 
on  the  face  of  the  way-bill,  unless  otherwise 
directed.  When  charges  are  advanced  they 
must  enter  the  amount  advanced  upon  the  re- 
ceipt or  bill  of  lading.  Charges  advanced  on 
shipments  of  live  stock  must  be  entered  upon 
the  contract. 

RELEASES. 

Releases  for  household  goods  and  for  other 
freight  of  a  similar  character  must  be  taken  in 
duplicate  ;  they  must  be  signed  by  the  shipper 
and  witnessed  by  the  agent  or  his  assistant. 
The  original  release  must  be  retained  by  the 
agent  and  preserved  for  future  reference,  but 
the  duplicates  must  be  attached  to  the  way-bill 
and  sent  forward  with  the  property.  Agents 
must  examine  new  furniture  offered  for  ship- 
ment, and  if  they  consider  it  is  not  packed  in  a 
manner  to  sustain  the  necessary  handling  while 
in  transit,  they  must  not  receive  it,  unless  a 
release  is  signed  by  the  shipper  in  the  same 
manner  as  for  household  goods., 


Trains  and  Stations.  203 

DIRECTIONS    TO    AGENTS  —  LOADING    AND   UN- 
LOADING  FREIGHT. 

Property  belonging  to  different  individuals 
must  not  be  mixed  in  loading.  Each  lot  must 
be  kept  separate.  If  goods  are  loaded  in  a  car 
for  more  than  one  station,  the  goods  to  be  un- 
loaded first  must  be  put  into  the  car  last.  They 
must  keep  the  freight  for  each  station  together, 
each  lot  of  goods  being  kept  by  itself.  They 
must  see  that  goods  in  their  charge  are  care- 
fully handled,  and  loaded  in  such  manner  that 
no  damage  may  occur  in  transit  by  leakage  of 
liquids,  chafing  of  bales,  etc. ;  casks  containing 
oils  (other  than  coal),  turpentine,  tar,  molasses, 
or  liquors  must  be  loaded  on  the  bilge,  and  care- 
fully blocked,  bung  up  ;  they  must  be  placed 
as  far  as  possible  from  freight  likely  to  sustain 
damage"  by  any  leakage  that  may  occur  in 
transit. 

Freight  must  be  checked  as  it  is  loaded  and 
unloaded. 

They  must  use  great  care  in  loading  and 
handling  coal  oil ;  it  must  not  be  loaded 
with  other  freight  that  can  be  damaged  by  it. 
So  far  as  practicable,  it  should  be  loaded  in 
stock  cars,  the  casks  being  placed  on  the  head 
and  well  secured. 

Freight  for  way  points  must  not  be  loaded 
into  cars  containing  through  freight ;  freight 


204  Railway  Service  : 

must  not  be  loaded  into  cars  containing  grain 
in  bulk,  nor  must  two  kinds  of  grain  be  loaded 
in  the  same  car,  unless  in  sacks  or  barrels ;  nor 
must  grain  in  sacks  or  barrels  be  loaded  in  cars 
with  bulk  grain. 

When  cars  are  chartered  by  shippers  care 
should  be  taken  to  see  that  they  are  not  over- 
loaded. 

They  must  not,  under  any  circumstances, 
load  merchandise,  coffee,  sugars,  etc,,  into  cars 
unfit  for  such  property  —  notably  in  cars  form- 
erly used  in  transporting  kerosene  oil,  lime,  or 
other  penetrating  odors. 

To  save  unnecessary  hauling  of  cars  and  oth- 
erwise economize  in  their  use,  agents  must 
never  send  a  car  with  a  small  lot  of  freight 
when  the  same  can  be  readily  and  quickly 
loaded  after  the  arrival  of  the  way  freight  train, 
provided  there  are  cars  in  such  trains  into 
which  the  property  in  question  may  be  loaded. 

Kerosene,  coal  oil,  naphtha,  benzole  or  sub- 
stances of  a  like  combustible  nature,  must  not 
be  loaded  nor  unloaded  through  freight  houses, 
except  in  the  day  time ;  nor  must  lights  be 
allowed  near  such  packages. 

They  must  see  that  cars  are  loaded  and 
unloaded  promptly;  that  the  rules  for  the  col- 
lection of  demurrage  for  the  detention  of  cars 
are  rigidly  enforced ;  that  chartered  cars,  or  cars 
loaded  with  grain  or  other  property,  are  not 


Trains  and  Stations.  205 

dangerously  loaded,  permitting  none  to  leave 
their  station  in  such  condition,  and  finally  that 
shippers  are  charged  for  the  delay  of  cars  held 
in  consequence  of  being  overloaded  by  them. 

Agents  are  required  to  exercise  especial  care 
in  securing  the  doors  and  windows  of  cars 
loaded  with  live  stock.1 

CARE  MUST  BE  EXERCISED  IN  LOADING  FREIGHT. 

"  The  proper  loading  of  goods  being  a  matter 
of  so  much  importance,  not  only  as  regards  the 
goods,  but  also  as  to  the  safety  of  the  line, 
clerks  in  charge  must  give  it  their  particular 
attention ;  for  when  it  is  remembered  that,  by 
the  slightest  neglect  in  .loading  and  securely 

i  "  Living  quadrupeds  are  only  forwarded  from  and  to  cer- 
tain stations.  The  receiver  or  sender  has  to  watch  the  unload- 
ing or  loading  and  make  the  neces-ary  arrangements  for 
tying. 

"  Sick  quadrupeds  are  excluded  from  forwarding,  also  such 
as  may  contribute  to  spread  any  contagious  disease,  according 
to  the  regulations  of  the  board  of  health. 

"  A  railroad  company  is  not  obliged  to  forward  wild  beasts. 

"  All  shipments  of  other  living  quadrupeds  have  to  be 
accompanied  by  some  reliable  persons,  who  must  take  their 
stand  in  the  cattle  cars.  This  is  not  necessary  with  smaller 
animals  or  fowls,  if  shipped  in  well  ventilated  cages  or  coops." 
— Regulations  Austrian  Roads,  1877. 

"  On  the  arrival  of  horse-boxes  or  cattle-wagons  at  any 
station,  they  must  be  immediately  cleaned  out,  so  as  to  prevent 
damage  to  floors  by  wet  straw,  dung,  etc.,  remaining  on  the 
wood  ;  and  every  horse-box,  wagon,  and  other  vehicle  must  be 
thoroughly  examined  inside  and  out,  so  as  to  ascertain  whether 
they  are  in  a  fit  state  to  travel  without  liability  of  injury  to 
the  horses,  cattle,  etc.  Should  the  horse-boxes  be  short  of  head- 
collars,  the  circumstance  is  to  be  reported  immediately  to  the 
Superintendent." — Gt,  Nor.  Ry.,  England. 


206  Railivay  Service  : 

fastening  the  load  of  any  one  wagon  in  the 
goods  trains,  which  are  continually  running  on 
the  line,  a  fearful  accident  may  occur,  it  is 
impossible  to  overrate  the  necessity  of  the  most 
pointed  and  constant  attention  being  given  by 
clerks  in  charge,  loaders,  and  others,  to  satisfy 
themselves,  before  any  train  is  permitted  to 
start,  that  the  load  of  every  wagon  is  secured 
in  a  manner  sufficient  to  sustain  the  oscillation 
of  the  train,  and  the  necessary  shunting  to 
which  it  will  be  exposed. 

"The  clerk  in  charge,  or  some  other  person 
properly  appointed  by  him,  should  carefully 
examine  the  loads  of  the  wagons  of  the  goods 
trains  stopping  at  his  station. 

"  After  every  care  and  vigilance  has  been 
exercised  in  loading,  it  will  be  impossible  always 
to  prevent  the  load  being  disturbed  in  a  long 
transit;  and  it  is,  therefore,  essentially  incum- 
bent upon  the  servants  of  all  companies  to 
examine  with  particular  care  all  trains  arriving 
from  foreign  lines  immediately  on  their  entering 
upon  their  respective  railways.  Should  the  load 
appear  to  be  disturbed,  the  wagon  must  not  be 
allowed  to  proceed  until  it  has  been  carefully 
readjusted ;  and  this  is  more  especially  neces- 
sary in  the  case  of  timber,  cotton,  wool,  machin- 
ery, or  other  articles  of  a  lengthy  or  bulky 
construction."1 

I.  Reg.  Clearing  House,  Eng. 


Trains  and  Stations.  207 

DIRECTIONS     TO     AGENTS — DELIVERY     OF 
FREIGHT. 

After  the  delivery  of  goods  to  a  company  to 
be  forwarded,  they  become  the  property  of  the 
consignee,  and  neither  the  name  of  the  con- 
signee nor  the  destination  of  the  property  must 
afterwards  be  changed,  except  under  his  instruc- 
tions, or  by  due  process  of  law. 

When  property  is  consigned  and  shipped  to  the 
care  of  a  second  party,  the  agent  must  deliver  the 
same  to  the  party  in  whose  care  it  is  shipped,  un^ 
less  the  party  to  whose  care  it  is  consigned  coun- 
termands the  order  in  writing.  When  property 
is  consigned  and  shipped  to  the  "order"  of  a 
certain  party,  with  instructions  to  "notify"  a 
second  party,  agents  must  notify  such  second 
party  of  the  arrival  of  property,  but  will  only 
deliver  on  the  written  order  of  the  party  to 
whose  "  order  "  it  is  consigned,  and  on  surren- 
der of  the  bill  of  lading,  which  latter  must  be 
carefully  filed  for  reference. 

Care  must  be  exercised  to  see  that  freight  is 
properly  delivered ;  except  as  provided  in  the 
above  rule  the  consignee  is  the  owner  of  the 
property  so  far  as  the  common  carrier  is  con- 
cerned, and  is  the  only  person  to  whom  the  car- 
rier can  safely  deliver  it. 

When  parties  to  whom  freight  is  consigned 
are  unknown  or  can  not  be  found,  the  forward- 


208  Railway  Service  : 

ing  agent  must  be  requested  to  advise  con- 
signors, and  ascertain  their  wishes  regarding  its 
disposal. 

FREIGHT  FROM   AND   TO   STATIONS    AT    WHICH 
THERE   ARE   NO    AGENTS. 

"  Freight  consigned  to  stations  where  there 
are  no  agents  ;  also  to  stations  where  there  are 
ticket,  but  not  freight  agents,  must  be  prepaid. 
The  forwarding  agent  will  way-bill  the  freight 
to  the  first  station  beyond  its  destination 
where  there  is  an  agent,  but  at  the  rates  cur- 
rent to  actual  point  of  destination,  noting,  in 
ink,  on  the  back  of  way-bill,  underneath  the 
filing,  instructions  to  the  conductor  to  put  off 
the  freight  at  its  proper  destination,  and  to 
deliver  the  way-bill  to  the  agent  of  the  station 
to  which  it  is  directed.  This  agent,  at  the  end 
of  each  month,  will  make  an  abstract  of  such 
way-bills  and  forward  the  same,  together  with 
the  original  way-bills,  to  the  freight  auditor. 

"At  stations  where  there  are  no  agents,  or 
where  there  are  ticket  but  not  freight  agents, 
conductors  will  receive  freight,  requiring  from 
shippers  memoranda  containing  full  shipping 
directions,  which  they  will  hand  to  freight 
agent  of  first  station  beyond  the  point  where 
the  freight  was  received.  Upon  receipt  of 
such  memoranda,  agent  will  make  way-bill 
from  his  station,  but  at  the  rates  current  from 


Trains  and  Stations.  209 

actual  point  of  shipment  to  destination  on  this 
line,  noting  on  the  face  of  the  way-bill  the 
point  at  which  the  freight  was  loaded.  Agents 
will  take  such  way-bills  into  their  accounts 
same  as  if  the  freight  was  shipped  from  their 
station.1 

DIRECTIONS    TO    AGENTS  —  WAY-BILLING 
FREIGHT. 

Freight  must  never  be  shipped  without  a 
way-bill,  duly'  numbered  and  dated,  and  en- 
tered upon  the  station  books. 

The  way-bill  must  be  a  correct  copy,  in  every 
particular,  as  to  consignment,  route,  destina- 
tion, and  number  of  articles,  of  the  receipt  held 
by  shipper. 

Agents  must  never  bill  freight  as  a  "  lot," 
but  must  enumerate  each  article. 

When  shipping  perishable  property,  agents 
must  note  "perishable  freight"  in  red  ink  on 
the  outside  of  the  way-bill. 

If  agents  receive  an. order  to  add  advanced 
charges  after  property  has  been  delivered  to  the 
owner,  and  are  unable  to  collect  such  charges, 
they  will  report  immediately  to  the  office  giv- 
ing the  order,  but  will  not  alter  the  way-bill. 

When  property  is  loaded  into  cars  of  a  pass- 
ing train  at  way  stations,  agents  must  enter 
the  initial  and  car  number  on  the  way-bill,  and 

i.    Henry  C.  Wicker,  1878. 
14 


210  Railway  Service : 

must  be  careful  to  make  a  like  notation  on  the 
freight-forwarded  book,  immediately  upon  the 
departure  of  train. 

DIRECTIONS     TO     AGENTS     IN     REFERENCE     TO 
SEALING   CARS   CONTAINING    FREIGHT. 

When  necessary  to  open  a  car  in  a  through 
train  for  the  purpose  of  receiving  or  discharg- 
ing freight,  both  seals  must  be  cut  by  the  agent, 
but  the  car  must  afterwards  be  resealed  by  him. 

When  opening  a  car,  the  seals  on  each  side 
should  be  examined  to  see  if  they  are  alike ; 
any  discrepancies  that  may  be  discovered  must 
be  noted  on  the  way-bill. 

When  it  is  necessary  to  open  a  car  containing 
way-freight,  the  seals  of  such  car  must  be 
cut  by  the  agent  opening  it,  but  it  must  be  re- 
sealed  by  the  agent  at  the  last  station  where 
freight  is  delivered  from  it  preceding  that 
where  the  transfer  of  conductors  takes  place. 

They  must  remove  the  seals  from  both  sides 
of  cars  when  unloaded ,-  at  the  end  of  each 
month  the  old  seals  must  be  transmitted  to  the 
company's  storekeeper. 

They  must  specify,  in  their  daily  reports,  the 
number  of  each  car  received  without  a  seal  or 
having  the  seal  broken,  giving  place  of  ship- 
ment, destination  of  contents,  and  any  apparent 
derangement  thereof ;  if  the  car  is  not  for  their 
station  they  must  reseal  it. 


Trains  and  Stations.  211 

Box  freight  cars  containing  merchandise, 
must  be  locked  and  sealed  when  loaded,  and 
agents  must  take  a  receipt  for  such  cars  from 
conductors. 

They  must  examine  the  doors  of  loaded  cars 
left  at  their  stations,  and  see  that  they  are 
sealed,  whether  the  cars  are  intended  for  their 
station  or  not. 

They  must  receipt  to  the  conductor  for  cars 
left  at  their  stations,  noting  on  the  receipt  the 
numbers  of  those  cars,  if  any,  having  imperfect 
or  broken  seals.1 

FREIGHT  AGENTS  —  MISCELLANEOUS    RULES. 

The  classification  of  freight  provides  for  the 
great  bulk  of  the  articles  offered  for  trans- 
portation. Articles  not  enumerated  must  be 
charged  in  accordance  with  the  class  to  which 
they  are  clearly  analogous. 

Very  heavy  articles,  also  articles  light  in 
weight  but  bulky  in  character,  when  not  other- 
wise provided  for,  will  be  charged  at  such  rates 
as  the  general  freight  agent  may  decide,  when 
no  agreement  to  the  contrary  is  made. 

It  is  expected  that  agents  will  give  informa- 
tion as  to  different  routes  with  which  the  road 
connects,  when  inquiries  are  made  by  patrons 
of  the  line,  but  will  not  endeavor  to  influence 

I.  The  practice  of  sealing  cars,  as  described  in  the  foregoing 
rules,  is  not  in  general  use  upon  railways. 


212  Railway  Service  : 

shippers  in  favor  of  any  particular  route.  It  is 
their  duty  to  maintain  a  strictly  neutral  position, 
unless  otherwise  expressly  ordered. 

Agents  must  not  allow  persons  wishing  in- 
formation as  to  shipments  from  or  consign- 
ments to  their  station,  to  have  access  to  their 
books.  Any  information  referring  personally 
to  an  applicant  should  at  all  times  be  promptly 
and  cheerfully  given.1 

All  correspondence  must  be  carefully  pre- 
served. 

Letters  and  statements  relative  to  the  com- 
pany's affairs  must  not  be  shown  to  shippers  or 
others,  or  made  known  to  any  one,  except  so 
far  as  may  be  necessary  for  the  guidance  and 
instruction  of  the  company's  servants. 

They  must  not  advance  charges  upon  prop- 
erty, unless  such  charges  are  incidental  to  its 
transportation. 

They  must  take  receipts  for  charges  advanced, 
and  must  carefully  file  and  preserve  the  same 
for  reference  when  required. 

Cars  containing  gunpowder,  or  freight  of  a 
like  combustible  character,  should  be  conspicu- 
ously labeled  with  the  name  of  the  article  with 
which  they  are  loaded. 

I.  "  Persons  not  regularly  in  the  service,  or  not  about  to 
travel  by  the  trains,  have  not  the  right  of  access  to  the  sta- 
tions. The  booking  offices  must  be  kept  perfectly  private,  and 
the  public  and  others  must  not  have  access  behind  the  screen 
or  counter,  at  any  station  Persons  are  not  to  be  admitted  to 
the  station  or  offices,  to  learn  the  business,  without  the  sanc- 
tion  of  the  General  Manager." — Gl.  Nor.  />.,  Eng. 


Trains  and  Stations.  213 

They  must  see  that  the  doors  and  windows 
of  loaded  cars  are  kept  locked  ;  the  end  doors 
of  cars  must  be  fastened  on  the  inside.  Grain 
doors  must  be  carefully  secured,  in  the  place 
provided,  except  when  they  are  required  for  use 
for  grain  in  bulk. 

When  a  car  is  left  irregularly  from  a  train  at 
any  station,  prior  to  its  reaching  its  destination, 
the  agent  at  such  station  must  advise  the  agent 
at  the  station  to  which  the  car  is  billed,  as  well 
as  the  Superintendent  of  the  division,  giving 
the  number  of  the  car,  the  number  of  the  train 
leaving  it,  also  the  reason  why  it  was  left. 

They  must  see  that  conductors  certify  to  the 
correct  delivery  of  property  described  on  way- 
bills for  freight  delivered  at  points  where  there 
are  no  agents. 

When  cars  containing  merchandise  or  other 
property,  except  lumber,  become  disabled,  the 
contents  must  be  transferred,  unless  the  car 
can  be  repaired  so  as  to  go  forward  within 
twelve  hours  ;  cars  containing  lumber  may  be 
detained  for  repairs  a  reasonable  time.  Perish- 
able property  must  go  forward  without  delay.1 

i.  "  When  cars  are  left  at  anyway  station  in  consequence  of 
being  out  of  repair,  it  shall  be  the  duty  of  the  agent  where 
such  car  is  left  to  send  word  immediately,  either  by  telegraph 
or  letter,  to  the  Superintendent  of  car  shop,  or  to  the  nearest 
local  car  repairer,  stating  what  is  necessary  to  repair  it.  If  the 
car  can  not  be  repaired  promptly,  and  it  is  found  to  contain 
perishable  property,  the  agent  will  have  the  freight  transferred 
immediately  and  sent  forward  to  its  destination." —  1863. 


214  Railway  Service  : 

When  a  conductor  fails  to  take  all  the  cars 
that  may  be  ready  to  go,  he  must  give  his 
reasons  therefor  to  the  agent.  In  the  event 
such  reasons  are  not  considered  satisfactory  by 
the  agent,  he  will  forthwith  report  the  facts  to 
the  Superintendent,  giving  the  name  of  the 
conductor,  the  number  of  the  engine  and  the 
number  of  cars  in  the  train.1 

A  detailed  report  must  be  made,  on  the  last 
day  of  each  month,  of  all  freight  remaining 
uncalled  for ;  it  must  describe  the  property, 
where  from,  name  of  consignee,  condition  of  the 
freight,  its  value,  and  the  amount  of  charges.2 

DIRECTIONS  TO  AGENTS  IN  REFERENCE  TO  FUEL. 

They  must  not  allow  the  stock  of  wood  and 
coal  to  run  short,  and  will  promptly  report  any 
failure  in  the  supply. 

The  wood  intended  for  use  by  engines  must 
be  arranged  upon  the  platform  in  such  quanti- 
ties (ranks)  as  may  be  required  for  use  by 
engines. 

They   must  keep   the   receptacles   for   coal 

i.  "  Whenever  he  has  loaded  cars  to  send  which  any  freight 
train  declines  to  take,  if  in  his  opinion  such  train  be  not  fully 
loaded,  he  will  report  the  case  to  the  Master  of  Transportation, 
giving  the  name  of  the  conductor,  engineman,  and  the  number 
of  cars  in  the  train." — 1853. 


2.  "  A  monthly  return  of  all  unclaimed  property  in  the  goods 
or  parcels  department  is  to  be  sent  to  the  Superintendent  or 
Goods  Manager  at  King's  Cross." — Gt.  Nor.  Ry.,  Eng. 


Trains  and  Stations.  '215 

filled,  ready  to  be  dumped  into  the  tenders  of 
engines  without  delay. 

They  must  require  a  ticket  for  the  amount 
of  wood  or  coal  delivered  to  each  engine ;  they 
must  examine  each  ticket  to  see  that  it  bears 
the  number  of  the  engine,  and  corresponds 
with  the  amount  furnished.  The  tickets  col- 
lected must  be  sent  to  the  home  office  at  the 
close  of  each  month. 

They  must  keep  a  record  book  of  wood  and 
coal  consumed  by  engines ;  this  book  must  be 
transmitted  to  the  home  office  with  the  fu>  1 
tickets,  at  the  close  of  the  month ;  when  ex- 
amined and  compared  with  the  tickets  it  will 
be  returned  to  the  agent. 

DIRECTIONS     TO     AGENTS     IN     REFERENCE     TO 
SWITCHES. 

They  will  have  charge  of  switchmen  at 
stations,  and  will  be  held  responsible  for  the 
position  of  switches  ;  they  must  keep  it  in  mind 
that  a  train  may  arrive  at  any  moment,  and 
must  be  prepared  accordingly.1 

They  must  see  that  switchmen  properly 
signal  all  approaching  trains. 

The  greatest  care  must  be  exercised  in  the 

i.  "  They  (flagmen  and  switchmen)  must  be  provided  with 
a  crowbar,  shovel,  sledge,  spiking  mauls,  spikes,  red  and 
white  lanterns,  and  with  a  flag-staff  eight  feet  long,  and  have 
a  white  flag  three  feet  square  at  one  end  and  a  red  flag  of  the 
same  size  at  the  other  end." — 1854. 


216  Railway  Service*: 

cleaning,  trimming,  and  lighting  of  signal 
lamps,  and  agents  will  be  held  responsible  for 
this  work  being  efficiently  performed. 

When  day  and  night  switchmen  are  em- 
ployed, they  must  not  be  allowed  to  leave  their 
posts  until  relieved  by  each  other,  and  the  one 
going  off  duty  must  inform  the  one  coming  on 
of  trains  that  are  due  but  that  have  not  ar- 
rived.1 

Lamps  of  switches  must  be  kept  trimmed  and 
in  order,  and  must  never  be  allowed  to  go  out 
at  night.2 

Agents  must  see  that  switches  are  kept  free 
from  snow  and  other  obstructions. 

Switches  must  be  set  for  the  main  track, 
and  must  be  kept  locked,  except  while  being 
used. 

DIRECTIONS  TO  AGENTS  IN  REFEEENCE  TO 
TRAINS  AND  CARS. 

All  vehicles  switched  off  at  stations,  as  emp- 
ties, must  be  carefully  searched.  The  windows 

1.  "  When  any  one  beat  or  post  is  covered  for  twenty-four 
hours  by  a  day  and  night  man,  who  relieve  each  other,  the  day 
will   usually   comprise   thirteen  hours,  and   the  night  eleven 
hours."—  Gt.  Wes.  Ry.,  Eng. 

2.  "  He  must  satisfy   himself  that  the  signalmen  at  or  at- 
tached to  his  station  perform  their  duties  in  a  proper  manner 
by  night  as  well  as  by  day,  and  in  order  to  maintain  a  proper 
supervision  over  the  men  in  this  respect,  it  will  be  necessary 
for  him  frequently  to  visit  the  signal  boxes." — Eng.  Standard. 


Trains  and  Stations.  217 

of  all  empty  passenger  cars  must  be  closed 
when  they  are  standing  on  sidings  at  the 
stations.1 

They  are  responsible  for  cars  remaining  at 
their  stations ;  they  must  see  that  the  brakes 
upon  such  cars  are  applied,  and  the  wheels  se- 
curely blocked  so  that  they  can  not  be  moved 
by  unauthorized  persons,  or  blown  by  the  wind, 
so  as  in  any  way  to  interfere  with  the  safety  of 
trains.2 

Agents  must  see  that  tracks  are  kept  clear 
and  unobstructed,  and  they  will  not  allow  any 
train  or  engine  to  approach  their  station  unless 
they  can  do  so  without  danger.  They  must 

1.  "  The  windows  of  all  empty  compartments  must  be  closed, 
not  only  while  the  carriages  are  standing  at  the  stations,  but 
also  when  the  trains  are  running,  immediately  upon  the  com- 
partment becoming  vacant.      The  •ventilators    must   be  kept 
open."  —  Eng.  Standard. 

2.  "  The  station-master  must  see  that  all  fixed  scotch-blocks 
at  his  station  are  kept  across  the  rail ;  that  all  safety-points  are 
closed  against  the  main  line,  when  it  is  not  necessary  that  they 
should  be  open  for  the  purpose  of  shunting,  and  that  all  vehi- 
cles  are  placed   within   such   scotch-blocks  or   safety-points. 
Facing-points  not  worked  from  a  locking-frame  must,  in  all 
cases,  be  securely  fastened  or  held  for  the  passage  of  trains. 

"  The  station  master,  or  person  in  charge,  must  take  care 
that,  while  shunting  wagons  or  other  vehicles  at  stations  or 
other  places  situate  on  inclines,  in  addition  to  screwing  the 
van  brakes  tightly  down,  a  sufficient  number  of  wagon  brakes 
are  pinned  down,  and  sprags  or  hand  scotches  used  when  neces- 
sary, to  prevent  the  possibility  of  the  train  or  any  of  the  vehicles 
running  down  the  incline.  At  such  stations  and  other  places 
a  supply  of  sprags  and  hand  scotches  must  be  kept  for  the  pur- 
pose. When  wagons  require  to  be  shunted  into  incline  sidings 
the  trucks  to  be  moved  at  one  shunt  must  be  limited  to  such  a 
number  as  the  engine  can  push  up  without  going  at  a  violent 
or  excessive  speed." — Eng  Standard. 


218  Railway  Service  : 

promptly  report  defective  frogs  or  switches  to 
the  roadmaster.1 

They  are  required  to  report  accidents  occur- 
ring to  trains  at  or  near  their  stations ;  all  dam- 
aged cars  or  goods  brought  to  or  left  at  their 
stations,  destined  elsewhere,  also,  the  amount  of 
the  damage,  and  how  caused. 

"  When  a  horse  is  used  on  the  railway,  a  man 
must,  in  all  cases,  have  hold  of  its  head,  whether 
the  horse  is  drawing  vehicles  or  otherwise."2 

GENERAL   DIRECTIONS   TO   AGENTS. 

In  the  absence  of  a  yard  master  the  duties  of 
that  official  are  performed  by  the  agent. 

They  have  charge  of  the  accounts,  books, 
papers,  buildings,  sidings,  grounds  and  property 
of  the  company,  and  of  the  property  intrusted 
to  it  in  the  transaction  of  business  at  their  re- 
spective stations,  and  will  be  held  responsible 
for  the  safe  keeping  and  proper  care  of  the 
same,  also  for  the  efficiency  of  employe's  subor- 
dinate to  them.3 

1.  "  They  will  know  personally,  at  least  ten  minutes  before 
any  regular  train  is  due,  and  before  leaving  their  stations  at 
night,  that  the  switches  upon  the  main  track  are   properly  se- 
cured and  locked,  and  that   the   cars  upon  their  side-tracks, 
nearest  the  switches,  have  their  brakes  set,  or  their  wheels  well 
blocked."— 1863. 

2.  English  road. 

3.  "Every  station  master  or  person  in  charge  of  a  station  is 
answerable  for  the  security  and   protection  of  the  office  and 
buildings,  and  of  the  company's  property  there.     He  is  also 
responsible  for  the  faithful  and  efficient  discharge  of  the  duties 


Trains  and  Stations.  219 

They  must  keep  the  buildings  and  grounds 
connected  with  their  stations  clean  and  in  proper 
condition  for  the  accommodation  of  passengers 
and  the  reception  of  freight,  and  must  preserve 
order  and  system  in  and  about  their  stations.1 

They  must  keep  their  accounts  and  make 
their  returns  in  such  manner  and  form,  and  at 
such  times  as  the  accounting  officer  may  direct. 

They  must  keep  the  general  rules  and  regu- 
lations of  the  company  intended  for  the  infor- 
mation of  the  public,  governing  the  transpor- 
tation of  passengers  and  freight,  posted  in  a 
conspicuous  place  in  their  depots. 2 

Agents  are  not  allowed  to.  be  absent  without 
leave  from  the  Superintendent,  except  from 
illness,  in  which  case  they  must  immediately 
inform  him  of  the  fact.  When  absent,  they 

devolving  upon  all  the  company's  servants,  either  permanently 
or  temporarily  employed  at  the  station,  or  within  its  limits,  and 
such  servants  are  subject  to  his  authority  and  directions  in  the 
working  of  the  line.  He  is  also  responsible  for  the  general 
working  of  the  station  being  carried  out  in  strict  accordance 
with  the  company's  regulations,  and  must,  as  far  as  practicable, 
give  personal  attention  to  the  shunting  of  trains,  and  all  other 
operations  which  in  any  way  affect  the  safety  of  the  line.  He 
must  always  appear  in  uniform  when  on  duty,  if  uniform  be 
supplied  to  him." —  Eng.  Standard. 

1.  "  When  an  engine  or  train  of  cars  is  left  at  the  station 
over  night,  he  will  take  general  supervision  and  care  of  the 
same." — 1853. 

2.  "The  notices  connected  with  the  company  must  not  be 
stuck  on  the  walls  of  the  stations  or  offices,  but  are  to  be  put 
on  boards   provided   for  that   purpose  ;  and  all   notices,   last 
month's  bills,  etc.,  must  be  carefully  removed  when  they  cease 
to  be  needed." —  Gt.  Nor.  Ry.,  Eng. 


220  Railway  Service  : 

must  leave  their  stations  in  charge  of  trust- 
worthy and  competent  persons. 

They  must  be  careful  that  the  company's 
stores  are  prudently  and  economically  used, 
and  that  there  is  no  waste  of  oil,  fuel,  or 
stationery,  etc.1 

They  must  use  all  proper  means  to  secure 
traffic  for  the  road,  avoid  giving  offense,  and 
act  with  a  view  of  accommodating  the  public. 

They  must  see  that  all  orders  of  which  they 
are  cognizant  are  promptly  executed. 

They  must  promptly  report  to  the  Superin- 
tendent all  deviations  from  the  rules  and  regu- 
lations of  the  company,  or  anything  that  comes 
under  their  observation  that  is  prejudicial  to  its 
interests,  or  that  may  interfere  with  the  safe  and 
economical  working  of  the  property.3 

1.  '  The  purchase  of  miscellaneous  articles,  or  making  ot 
small  bills,  is  strictly  prohibited,  except  in  cases  of  absolute 
necessity.     Their  necessary  wants  will  be  supplied  by  applica- 
tion to  the  Secretary  of  the  Operating  Department  or  Superin- 
tendent."— 1853. 

2.  "  They  must  report,  without    delay,  neglect  of  duty  on 
the  part  of  any  one  at,  or  passing,  their  stations  which  may 
come  under  their  observation." —  1854. 


Trains  and  Stations.  221 


CHAPTER  X. 

GENERAL   INSTRUCTIONS. 

An  employ^  can  not  become  entirely  familiar 
with  the  rules  and  regulations  governing  his 
duties  except  by  acquiring  knowledge  of  the 
duties  of  others.1  This  knowledge  can  not  be 
acquired  without  an  attentive  perusal  of  the 
various  rules  and  regulations ;  he  will  find 
something  that  interests  him  under  all  the 
various  headings  and  sub  -  headings ;  it  is 
impossible  to  accurately  classify  under  different 
headings  the  duties  of  the  various  employe's 
without  endless  reiteration.  All  the  rules  and 
regulations  should  therefore  be  studied. 

One  of  the  tests  of  an  employees  fitness  is  the 
extent  and  accuracy  of  the  information  he 
possesses  in  reference  to  train  and  station 
service;  this  is  especially  the  case  with  train 
and  station  officials.  Each  train  official  should 
be  especially  familiar  with  the  duties  of  the 
various  servants  of  the  company  connected 
with  the  train  service,  so  that  in  the  event  of 
accident  he  may,  if  necessary,  be  prepared  to 

I.  "  All  clerks  in  charge,  inspectors,  and  foremen  porters, 
are  required  to  learn  how  to  work  the  electric  telegraph,  and 
to  keep  themselves  in  constant  practice,  so  as  to  be  able  to 
send  messages  in  case  of  need."  —  Gt.  N.  Ry.,  Eng. 


222  Railway  Service  : 

perform  their  functions.  The  same  rule  holds 
good  in  its  application  to  employes  at  stations. 
No  man  is  worthy  of  retention  in  the  service, 
much  less  of  promotion,  who  does  not  strive 
actively  to  acquire  knowledge  of  his  profession. 

"All  officers,  clerks,  and  persons  holding 
situations  of  trust  will  be  required  to  find 
security  for  their  faithful  service,  the  amount 
and  conditions  of  which  security  will  be  stated 
upon  appointment."1 

Employes  must  be  sober,  temperate  men  ;2 
they  must  not  accept  gratuities,  fees  or  perqui- 
sites ;3  they  must  devote  themselves  exclusively 
to  the  service  of  the  company,  attending  dili- 
gently to  their  duties  during  the  prescribed 
hours  of  the  day  or  night,  and  they  must  reside 
wherever  the  interests  of  the  company  require.4 

1.  English  Standard. 

2.  "  Smoking  while  on  duty  is  forbidden,  and  the  use  of  intox- 
icating liquors  as  a  beverage  will  be  considered  just  cause   of 
dismissal  from  the  service  of  the  company."—  A  Western  Road. 

"  The  proprietors  of  refreshment  rooms  are  forbidden  to  sup- 
ply spirits  to  any  engineman,  fireman,  guard,  or  other  servant 
of  the  company  while  on  duty." — Gt.  Nor,  Ry.,  Eng. 

"  No  instance  of  intoxication  on  duty  will  ever  be  over- 
looked."— 1854. 

3.  "  No  person  is  allowed  to  receive  any  gratuity  from  the  pub- 
lic, on  pain  of  dismissal,  and  the  compensation  paid  will  cover 
all  risks  incurred,  or  liability  to  accident  from  any  cause  on  the 
road." — 1854. 

4.  "  Each  officer  and  man  shall  devote  himself  to  the  com- 
pany's service,  and  he  must  serve  when  and  wherever  he  is  re- 
quired, including   Sunday  if  necessary,  he  being  allowed   for 
any  extra  work  at  his  usual  daily  rate  of  compensation. 

"  If  a  guard  or  other  servant  should  have  two  residences, 
he  must  make  them  both  known  at  each  station  from  whence 
he  works." — English  Road. 


Trains  and  Stations.  223 

All  property  which  they  may  find  or  which  may 
come  into  their  possession  must  be  turned  over 
to  the  authorized  officer  of  the  company  to 
await  the  disposition  of  the  owner.1 

Employe's  must  obey  promptly  instructions 
received  from  persons  placed  in  authority  over 
them,  in  conformity  with  the  rules  and  regula- 
tions of  the  company. 

Disobedience  to  orders,  negligence,  incompe- 
tency,  or  immorality  renders  a  person  unfit  for 
retention  in  the  service.2 

Employe's  will  not  be  permitted  to  absent 
themselves  from  their  duty  without  the  consent 
of  the  head  of  the  department.  Permission  to 
be  absent  must  be  asked  by  employe's  through 
intermediate  heads,  when  such  employes  are 

1.  "  All  property  which  may  be  found  on  the  line  or  prem- 
ises of  the  company,  by  any   man   in   their  employ,  shall  be 
immediately  handed  to  his  superior  officer,  and   by  him  to  the 
agent  at  Blank  street  station,  and  entered  by  him  in  a  book 
kept  for  that  purpose.     But  should  it  be  known  that  the  prop- 
erty found  had  fallen   from  any  particular  train,  it  should  be 
forwarded  by  the  next  train,  or  as  soon  thereafter  as  possible, 
to  the  station   to  which  the  train  was  proceeding,  and  notice 
thereof  sent  to  the  office  at  Blank  street.     Any  man  known 
to  keep  any  property  so  found  will  be  severely  punished/'   1854 

"  All  property  found  by  any  servant  of  the  company  on  any 
part  of  the  premi-es  must  be  immediately  taken  to  the  clerk  in 
charge,  in  order  that  a  proper  entry  may  be  made  of  the  article 
in  case  of  inquiry." —  Gt.  Nor.  Ry.,  Rng. 

2.  "  Persons  who  disapprove  of  the  regulations  adopted,  or 
are   not  disposed  to  aid  in  their  enforcement,  are  requested  not 
to  remain  in  the  employment  of  the  company." — 1854. 

"  And  they  will  inquire  into  and  punish  instances  of  immoral 
or  loose  conduct  on  the  part  of  any  of  their  servants." — English 
Road. 


224  Railway  Service  : 

not  directly  responsible  to  the  chief  officer 
of  the  department,  or  the  next  official  in 
rank.1 

All  orders  and  instructions  must  be  carefully 
preserved  and  filed  for  future  reference. 

Employe's  are  required  to  exercise  a  wise  dis- 
cretion and  economy  in  the  use  of  the  company's 
material  intrusted  to  their  care. 

Any  neglect  of  the  storekeepers  to  furnish 
employes  with  materials,  blanks,  books,  and 
other  supplies,  in  such  quantity  and  of  such 
quality  as  may  be  required  to  do  the  business 
of  the  company  in  an  expeditious  and  econom- 
ical manner,  must  forthwith  be  reported  to  the 
Superintendent,  or  the  department  officer  in- 
terested. 

Articles  required  for  use  by  employe's  such 
as  lamps,  keys,  flags,  axes,  saws  and  other 
classes  of  material,  will  not  be  allowed  without 

i.  "Men  absenting  themselves  without  leave,  and  prevailing 
on  others  to  supply  their  places,  will  subject  themselves  and 
all  parties  concerned  to  a  heavy  fine.  Any  man  absenting 
himself  without  having  a  proper  "  leave  of  absence  ticket," 
will  be  fined  $1.25,  as  though  he  were  absent  without  leave. 

"  In  case  of  extra  business,  of  sickness,  or  unavoidable 
cause  of  absence  of  any  servants  (excepting  clerks)  the  clerk 
in  charge  is  immediately  to  provide  for  the  proper  perform- 
ance of  the  duty  by  appointing  some  temporary  substitutes, 
but  he  is  responsible  for  selecting  men  of  good  character, 
sober,  honest,  and  intelligent,  and  capable  of  undertaking  the 
office.  With  a  view  to  such  temporary  appointments,  it  is 
desirable  that  the  character  and  eligibility  of  some  proper 
persons  from  time  to  time  be  previously  ascertained." — Gt.  Nor. 
Ry.,  Eng. 


Trains  and  Stations.  225 

the  return  of  the  corresponding  article  previ- 
ously in  use.1 

Employes  intrusted  with  keys  to  switches  or 
cars  are  required  to  receipt  for  them,  and  must 
not  let  them  go  out  of  their  possession. 

Persons  leaving  the  company's  service  must 
deliver  up  any  property  belonging  to  it  in- 
trusted to  their  care.  If  the  property  shall 
have  been  improperly  used  or  damaged,  a  suffi- 
cient amount  must  be  withheld  from  the  pay  of 
the  person  to  make  good  the  loss  suffered.2 

Employes  will  be  held  responsible  for  injury 
occasioned  to  persons  or  property  by  their  neg- 
ligence or  misconduct,  also  for  all  moneys  that 
may  come  into  their  possession,  and  the  company 
reserves  the  right  to.  reimburse  itself  for  any 
expense  it  may  be  put  to  in  consequence  of  any 
negligence,  misconduct  or  improper  action  upon 
the  part  of  an  employe,  by  withholding  the  pay 
of  the  person  or  persons  in  fault.3 

1.  "  Broken   lamps   must  be  sent  to  the  lamp  room,  King's 
Cross,  for  repairs,  accompanied  by  the  proper  way-bill,  a  dup- 
licate at  the  same  time   being  sent  to  the  Superintendent    of 
the  line."—  Gt.  Nor.  Ry.,  Eng. 

2.  "  And  if  he  occupies  one  of  the   company's  houses,  he 
shall   immediately  remove  his  furniture  from  it,  and  put  the 
house  into  as  good  cond  tion  as  when  he  received  possession 
of  it." — 1854. 

3.  "In  the  event  of  any  misconduct  or  suspicion  of  irregu- 
larity of  the  servants,  it  is  competent  to  the  district  agents  or 
clerks  in  charge  to  suspend  them,  reporting  the  circumstances 
immediately.     The  pay  of  all  clerks,  guards,  policemen,  por- 
ters, and  others,  will  be  stopped  from  the  moment  of  their 
being  suspended  ;  and  the  pay  will  not  be  allowed  except  in 

15 


226  Railway  Service  : 

Persons  in  the  employ  of  the  company  are 
forbidden,  while  upon  duty,  from  entering  into 
altercation  with  other  persons,  no  matter  what 
provocation  may  have  been  given. 

Employes  in  places  of  trust  must  report  any 
misconduct  or  negligence  affecting  the  interests 
or  safety  of  the  property  which  may  come  to 
their  knowledge. 

Employes  are  not  allowed  to  use  the  credit  of 
the  company  without  the  written  authority  of 
the  Treasurer  of  the  company. 

The  pay  of  employes  absent  from  duty  will 
be  stopped,  unless  otherwise  directed  by  the 
head  of  the  department.1 

the  event  of  entire  acquittal  of  the  charge  for  which  the  man 
was  suspended.  The  company. reserve  the  right  to  deduct 
from  pay  any  fine  imposed  for  neglect  of  duty,  or  otherwise, 
which  (in  the  event  of  pecuniary  loss  to  the  company  not  being 
entailed  thereby)  will  be  appropriated  to  a  benevolent  fund." 
— Gf.  N'or.  Ry.  Eng. 

I.  "A  clerk,  in  case  of  continued  absence  on  account  of 
illness,  is  not  entitled  to  pay  for  more  than  a  fortnight  during 
such  absence,  except  under  the  special  sanction  of  the  board,  to 
whom  application  must  be  made  through  the  Superintendent  of 
the  line,  who  will  decide  whether  the  case  be  one  he  can  prop- 
erly recommend  for  consideration ;  but  as  a  sick  fund  is 
now  established  to  which  all  persons  in  the  service  are  eligible, 
and  which,  for  a  small  weekly  payment,  provides  medical 
attendance  for  the  contributors,  their  wives  and  families,  a 
weekly  allowance  in  sickness,  and  funeral  allowance  in  case  of 
death,  clerks  are  recommended  to  subscribe  to  it,  and  thus 
render  themselves,  in  a1  much  greater  degree,  independent  in 
case  of  sickness  or  other  unavoidable  calamity  befalling  them- 
selves, or  their  wives  or  families. 

"  Every  guard,  policeman,  and  porter,  is  required  to  become 
a  member  of  the  sick  fund  established  by  the  company,  and  to 
pay  his  subscriptions  regularly  out  of  the  wages  he  receives  by 
deduction  from  the  pay-bill,  or  otherwise." — Gt.  Nor,  Ry.t  Eng. 


Trains  and  Stations.  227 

When  instruction^  are  not  understood,  or 
when  the  course  to  be  pursued  admits  of  doubt, 
employes  must  so  act  as  not  to  compromise  the 
safety  of  the  property  or  endanger  the  lives  of 
passengers  or  others,  seeking  of  the  proper 
officer,  on  the  first  opportunity,  the  explana- 
tions they  require. 

Employes  connected  with  the  train  or  station 
service  must  have  in  their  possession  a  copy 
of  the  schedule  and  the  rules  and  regulations 
forming  a  part  of  it. 


228  Railway  Service  : 


CHAPTER  XI. 

REGULATIONS     OF    THE     AUSTRIAN     RAILWAYS 
GOVERNING    THE   PASSENGER    SERVICE.1 

Railroad  employes  must  treat  the  public  in  a 
polite,  modest,  and  business-like  manner,  and 
must  be  obliging,  as  far  as  the  service  will 
allow.  They  must  render  all  the  services 
required  of  them  gratuitously  ;  it  is  prohibited 
them  to  accept  any  compensation  from  the 
public;  employe's  are  not  allowed  to  smoke 
when  they  are  on  duty. 

The  public  must  conform  to  the  wishes  of 
employe's,  who  are  to  be  recognized  by  a  uni- 
form. 

Differences  between  the  public  and  employes 
are  to  be  decided  by  the  station-manager,  or,  on 
the  road,  by  the  conductor. 

Complaints  must  be  made  to  the  officers, 
either  verbally  or  in  writing,  or  must  be  en- 
tered in  a  book  which  can  be  found  for  this 
purpose  at  each  station.  The  managers  must 

I.  Laws  regulating  the  management  of  railroads  in  the 
Kingdom  and  provinces  represented  in  the  Council  of  the 
Empire  and  by-laws  given  the  25th  of  July,  1877.  Translated 
by  M.  Blanque. 

The  regulations  of  the  German  roads  are,  in  many  respects, 
the  same  as  those  of  Austria. 


Trains  and  Stations.  229 

give  an  answer,  at  an  early  date,  to  all  com- 
plaints, to  which  must  be  added  the  names  and 
residence  of  complainants.  Complaints  in  ref- 
erence to  an  employe  must  specify  the  name, 
number,  or  uniform  of  the  latter. 

The  public  are  to  have  admittance  only  to 
such  parts  of  the  depot  and  railway  grounds  as 
are  always  kept  open,  or  are  open  temporarily 
for  the  convenience  of  the  public.  Walking 
on  the  tracks  or  roadway  is  not  allowed,  except 
to  those  who  possess  the  right  in  accordance 
with  the  regulations  of  the  railway  police. 

Forwarding  of  passengers,  quadrupeds,  etc., 
can  be  refused  if  uncontrollable,  or  circum- 
stances should  arise,  or  superior  power  interfere, 
or  if  the  regular  means  for  forwarding  should 
be  insufficient. 

Payments  must  be  made  in  current  gold  and 
silver  coin,  excepting  fractional  currency,  in 
accordance  with  the  rates  published  by  the 
railroad  management. 

The  forwarding  of  passengers  is  regulated  by 
the  time-tables  hanging  on  the  wall  at  all  sta- 
tions. The  time-table  also  states  what  classes 
of  cars  the  respective  trains  haul.  The  run- 
ning of  special  trains  is  left  to  the  considera- 
tion of  the  management.  The  station  clock 
regulates  the  time  for  starting  trains. 

The  prices  of  tickets  are  given  in  a  tariff 
posted  up  in  a  conspicuous  place  at  each  sta- 
tion. 


230  Railway  Service  : 

Tickets  secure  seats  in  the  respective  classes 
as  far  as  there  are  such  seats.  If  a  passenger 
can  not  obtain  such  a  seat  as  the  ticket  issued 
to  him  entitles  him  to  occupy,  and  if  there  is 
no  vacant  room  in  a  higher  class,  he  is  at  lib- 
erty to  exchange  his  ticket  for  one  in  a  car  of  a 
lower  class,  the  difference  in  price  being  re- 
funded to  him,  or  he  has  the  right  to  ask  for 
the  return  of  his  money,  thus  renouncing  the 
obligation  of  being  forwarded.  Those  passen- 
gers who  are  in  possession  of  through  tickets 
must  be  disposed  of  first. 

Each  ticket  sold  must  show  the  names  of  the 
stations  between  which  it  is  good,  also  the  price 
of  the  class  which  the  passenger  intends  to 
travel  in  ;J  finally,  the  time  or  the  train  .for 
which  the  ticket  is  good. 

The  time  or  train  for  which  a  ticket  has  been 
issued  must  be  stamped  upon  it,  so  that  the 
purchaser  can  see  at  a  glance  whether  it  an- 
swers the  purpose  or  not.  The  passenger  has 
the  right  to  stop  at  an  intermediate  station  and 
take  another  train  of  corresponding  grade  on 

i.  "  Private  servants  (male  and  female)  accompanying  gentle- 
men's carriages  by  ordinary  trains,  are  allowed  to  travel  in  or 
upon  such  carriages  with  second-class  tickets ;  if  by  the  third- 
class  train,  with  third-class  tickets ;  but  this  privilege  does  not 
extend  to  any  other  than  servants.  Servants  when  accompa- 
nying their  masters  traveling  by  express  trains,  are  charged 
second-class  express  fares  ;  but  this  can  only  be  the  case  if  such 
servants  are  properly  identified  by  their  masters  or  mistresses 
who  may  be  traveling  with  them." — Great  Northern  Railway 
of  England. 


Trains  and  Stations.  231 

the  same  or  following  day ;  but  in  such  case, 
after  alighting  from  the  train,  he  must  present 
the  ticket  to  the  station-manager  to  have  its 
validity  extended.  The  time  granted  on  trip, 
or  return  tickets,  can  not  be  extended.1 

Prices  are  reduced  and  tickets  issued  for  chil- 
dren under  ten  years,  and  should  there  be  any 
doubt  about  their  age,  the  decision  of  the  re- 
vising officer  is  final.  No  fare  will  be  paid  for 
small  children  carried  in  arms,  or  who  occupy 
no  extra  room. 

The  exchanging  of  tickets  of  a  lower  for  a 
higher  class  will  not  be  allowed  within  ten 
minutes  of  the  starting  time  of  trains,  and  will 
not  be  allowed  in  any  event  unless  there  are 
unoccupied  seats  in  the  class  desired.  When 
tickets  are  exchanged  the  difference  in  price 
must  be  paid.  At  intermediate  stations  such 
exchange  will  not  be  allowed  except  when  an 
additional  ticket  is  purchased  to  the  place  of 
destination,  the  value  of  which  added  to  the 

i.  "  A  return  ticket  is  granted  solely  for  the  purpose  of  ena- 
bling the  person  for  whom  the  same  is  issued  to  travel  therewith 
to  and  from  the  stations  marked  thereon,  and  is  not  transfera- 
ble. Any  person  who  sells,  or  attempts  to  sell,  or  parts,  or 
attempts  to  part,  with  the  possession  of  the  return  half  of  any 
return  ticket  in  order  to  enable  any  other  person  to  travel 
therewith,  is  hereby  subjected  to  a  penalty  not  exceeding  forty 
shillings,  and  any  person  purchasing  such  half  of  a  return  ticket, 
or  traveling  or  attempting  to  travel  therewith,  shall  be  liable 
to  pay  the  fare  which  he  would  have  been  liable  to  pay  for  the 
single  journey,  and  shall,  in  addition  thereto,  be  subjected  to 
a  penalty  not  exceeding  forty  shillings." — Eng.  Standard. 


232  Railway  Service  : 

value  of  the  ticket  first  purchased  equals  the 
price  of  the  higher  classed  seat  desired. 

Particular  seats  can  not  be  sold  or  reserved 
in  advance.  Employes  have  the  right,  and  on 
demand  of  passengers  are  obliged  to  point  out 
seats  to  the  latter.  Ladies  traveling  alone  must 
be  seated  in  separate  ladies'  coupe  when  they 
desire  it. 

A  separate  ladies'  coup6  must  be  provided  in 
all  trains  for  passengers  of  the  second  and  third 
class.  This  distinction  will  be  modified  as  ne- 
cessity requires  when  cars  are  constructed  after 
the  American  system. 

At  all  stations  the  waiting-rooms  must  be 
opened  at  least  one  hour  before  the  train  leaves. 

On  entering  the  waiting-room  the  passenger, 
if  desired,  must  exhibit  his  ticket,  also,  on  en- 
tering the  car. 

During  the  journey  passengers  must  retain 
their  tickets  until  the  same  are  collected. 

Any  passenger  who  shall  not  be  in  possession 
of  a  valid  ticket  must  pay  a  fine  double  the 
amount  of  the  fare  for  the  distance  traveled,  and 
any  passenger  who,  when  going  on  board  of  a 
train,  tells  the  conductor  thereof  that  he  (the 
passenger)  was  too  late  to  buy  a  ticket,  and  is 
allowed  to  stay  on  board  of  such  train,  must 
pay,  in  addition  to  the  fare,  50  kreutzer.1 

i.  "  The  guard  must  not  allow  any  passenger  or  parcel  to 
be  conveyed  by  the  train  unless  properly  booked  ;  and  if  he 
has  reason  to  suppose  that  any  passenger  is  without  a  ticket, 


Trains  and  Stations.  233 

If  the  passenger  refuses  to  pay  such  fine  he 
can  be  put  off  the  train. 

The  sign  to  enter  the  cars  is  given  by  two 
strokes  of  the  bell. 

No  one  is  allowed  to  get  on  board  the  train 
after  the  sign  to  start  has  been  given  by  the 
whistle  of  the  locomotive,  and  any  effort  to  do 
so  is  punishable. 

A  passenger  who  misses  the  train  in  the  man- 
ner described  has  no  claim  for  the  refunding  of 
his  fare  or  for  indemnification  of  any  kind.  But 
he  has  the  right  to  use  the  ticket  in  his  posses- 
sion on  the  next  day  upon  a  train  of  the  same 
class,  but  the  ticket  must  be  extended  by  the 
station-keeper.  This  extension  can  not  be  ap- 
plied on  return  or  round-trip  tickets. 

On  arrival  at  a  station,  the  name  of  same  and 
length  of  sojourn,  and  any  changing  of  cars 
must  be  called.  After  the  train  has  stopped, 
the  doors  of  the  cars  which  have  this  station  as 
the  point  of  destination  will  be  opened.  The 
doors  of  other  cars  will  only  be  opened  if  desired. 

Any  one  leaving  his  seat  without  first  secur- 
ing its  retention  must  take  another  one  in  the 
event  it  is  occupied  during  his  absence. 

If  a  train  is  stopped  outside  of  a  station  on 

or  is  not  in  the  proper  carriage,  he  must  request  the  passenger 
to  show  his  ticket,  reporting  to  the  station-master  or  person 
in  charge,  any  irregularity  he  may  detect.  When  a  passenger 
is  desirous  of  changing  from  an  inferior  to  a  superior  class  of 
carriage,  the  guard  must  have  this  arranged  by  the  station- 
master  or  person  in  chaige." — Eng.  Standard. 


234  Railway  Service  : 

account  of  some  obstacle,  no  one  will  be  allowed 
to  leave  the  cars  without  the  conductor's  con- 
sent. Passengers  must  not  stand  upon  the 
track,  and  must  resume  their  seats  upon  the 
first  signal  of  the  whistle.  The  signal  to  start 
is  three  blasts  of  the  whistle ;  any  one  not  on 
board  when  the  signal  to  start  is  given  will  be 
excluded. 

While  the  train  is  moving,  no  one  is  allowed 
to  look  out  of  the  cars,  lean  against  the  doors, 
or  step  on  the  seats. 

If  objection  is  made  by  one  passenger  only, 
the  windows  on  the  windward  side  can  be  closed. 

Only  employes  have  the  right  to  open  the 
doors  for  entering  and  leaving  the  cars ;  no 
stepping  off  the  cars  is  permitted  until  the  train 
has  come  to  a  full  stop. 

Every  passenger  must  keep  at  a  distance  from 
the  rails  and  machines  and  must  leave  the  depot 
in  the  direction  prescribed. 

Any  damage  done  to  the  cars,  by  passengers, 
must  be  paid  for  according  to  the  indemnifica- 
tion tariff,  and  employes  are  empowered  to 
make  collections  at  the  time  in  accordance  with 
such  tariff.1 

i.  "Any  person  who  willfully  cuts  or  tears  any  lining 
or  window  strap,  or  curtain,  removes  or  defaces  any  num- 
ber pla'es,  or  breaks  or  scratches  any  window  of  a  carriage 
used  on  the  railway,  or  who  otherwise,  except  by  unavoidable 
accident,  damages,  defaces,  or  injures  any  such  carriage,  or  any 
station,  or  other  property  of  the  company,  is  hereby  subjected 


Trains  and  Stations.  235 

Claims  can  not  be  made  on  account  of  delayed 
trains. 

The  abandonment  or  interruption  of  a  train 
during  a  voyage,  only  justifies  a  claim  for  the 
amount  of  the  fare  for  the  distance  not  traveled 
by  the  passenger. 

If  connection  with  another  train  should  have 
been  missed  and  superior  power  has  not  been 
the  cause,  the  passenger,  if  he  takes  the  next 
return  train  to  his  starting  point,  is  entitled  to 
have  the  amount  of  both  fares  refunded  to  him 
on  proof  of  his  claim.  Such  passenger,  how- 
ever, to  secure  his  claim,  is  obliged,  on  arrival 
of  the  belated  train,  to  report  to  the  station- 
keeper  and  present  his  ticket.  The  latter  must 
confirm  the  delay  and  the  station-keeper  of  the 
starting  point  has  also  to  certify  to  the  time  of 
the  passenger's  return.  In  case  interruption 
to  a  voyage  is  occasioned  by  the  elements,  or 
obstacles  have  damaged  the  railway,  arrange- 
ments must  be  made  to  forward  passengers  in 
the  best  manner  possible.  Irregularities  must 
be  made  known  to  the  public  by  visible  placards 
posted  at  the  different  stations. 

Dogs  and  other  quadrupeds  are  not  allowed 
in  the  cars ;  lap-dogs  are  excepted  from  this  rule 
in  those  cases  where  no  objections  are  made 
by  passengers. 

to  a  penalty  not  exceeding  five  pounds,  in  addition  to  the 
amount  of  any  damage  for  which   he  may  be  liable." — G.  W. 

Ry.,  E'ng. 


236  Railway  Service  : 

Smoking  is  allowed  in  all  classes  of  cars,  but 
in  the  event  there  is  no  smoking  coupe  of  the 
first  class  in  the  train,  smoking  will  not  be 
allowed  in  coupes  of  the  first  class  when  pas- 
sengers object.  Every  passenger  train  must 
contain  second-class,  and,  if  possible,  third- 
class  coupes  in  which  smoking  is  prohibited. 
Tobacco  pipes  must  be  sufficiently  covered. 

Baggage  containing  combustible  articles, 
liquids  or  other  articles  which  might  do  injury, 
especially  charged  guns,  gunpowder,  easily 
inflammable  preparations  and  things  of  such 
nature,  are  not  allowed  in  the  passenger  cars. 
Employes  are  empowered  to  examine  such 
articles  closely.  Any  one  disregarding  this 
rule  is  responsible  for  any  injury  caused,  and  is 
also  subject  to  a  fine  according  to  the  regula- 
tions of  the  railway  police.  Huntsmen  must 
have  a  special  permit. 

Transgressions  of  the  rules  prescribed,  acting 
in  opposition  to  employes'  wishes,  indecent 
behavior  or  drunkenness,  will  lead  to  the 
exclusion  of  the  person  or  persons  in  fault  from 
the  cars,  and  in  such  cases  fare  will  not  be 
refunded. 

Drunken  persons  will  not  be  allowed  admit- 
tance to  the  waiting  rooms  or  cars,  and  must 
be  ejected  when  they  gain  access  thereto.1  If 

i.  "Any  person 'found  in  a  carriage,  or  elsewhere  upon  the 
company's  premises,  in  a  state  of  intoxication,  or  using  obscene 


Trains  and  Stations.  237 

ejected  during  the  voyage,  as  provided  by  this 
rule,  or  after  having  surrendered  baggage  to 
the  company  for  forwarding,  the  person  or  per- 
sons ejected  are  only  entitled  to  have  their 
baggage  delivered  at  the  station  to  which  it  was 
originally  directed. 

or  abusive  language,  or  writing  obscene  or  offensive  words  on 
any  part  of  the  company's  stations  or  carriages,  or  committing 
any  nuisance,  or  otherwise  willfully  interfering  with  the  comfort 
of  other  passengers  is  hereby  subjected  to  a  penalty  not  exceed- 
ing forty  shillings,  and  shall  immediately,  or,  if  a  passenger,  at 
the  first  opportunity,  be  removed  from  the  company's  prem- 
ises."— G.  W.  fir-, 


238  Railway  /Service  : 


CHAPTER   XII. 

A  CHAPTER  DEVOTED  TO  THE  RULES  AND  REGU- 
LATIONS OF  THE  GREAT  ENGLISH  ROADS.1 

General  Regulations. 

Every  person  employed  by  the  company  must 
devote  himself  exclusively  to  their  service,  re- 
siding at  whatever  place  may  be  appointed, 
attending  at  such  hours  as  may  be  required, 
paying  prompt  obedience  to  all  persons  placed 
in  authority  over  him,  and  conforming  to  all  the 
rules  and  regulations  of  the  company. 

Although  the  rules  and  regulations  given 
under  different  heads  are  made  specially  for  the 
observance  of  the  servants  employed  in  doing 
the  work  required  by  such  rules  and  regula- 
tions, yet  every  such  person  must  make  himself 
thoroughly  acquainted  with  them,  and  will  be 
held  responsible  for  a  knowledge  of,  and  com- 
pliance with,  the  whole  of  them. 

Every  servant  is  required  to  assist  in  carry- 
ing out  the  rules  and  regulations,  and  must  im- 
mediately report  to  his  superior  officer  any  in- 
fringement thereof,  or  any  occurrence  affecting 
the  safe  and  proper  working  of  the  traffic  which 
may  come  under  his  notice. 

I.  Clearing-house  Standard,  1877. 


Trains  and  Stations.  239 

The  address  of  each  person  employed  in  the 
working  of  the  railway  must  be  registered  at 
the  station  to  which  he  is  attached,  or  at  which 
he  is  paid,  and  must  be  posted  in  the  station- 
master's  office,  so  that,  if  required  in  cases  of 
emergency,  the  men  may  be  readily  found.  Any 
change  of  address  must  be  notified  to  the  station- 
master,  in  order  that  the  record  may  be  kept 
perfect. 

No  servant  is  allowed,  under  any  circum- 
stances, to  absent  himself  from  duty,  or  alter 
his  appointed  hours  of  attendance,  or  exchange 
duty  with  any  other  servant,  without  the 
special  permission  of  his  superior  officer.  In 
case  of  illness,  he  must  immediately  report  the 
circumstance  to  his  superior  officer. 

Every  person  receiving  uniform  is  to  appear 
in  it,  when  on  duty,  clean  and  neat,  with  the 
number  and  badge  perfect,  and  if  any  article 
provided  by  the  company  shall  be  damaged  by 
improper  use,  he  will  be  required  to  make  it 
good.  No  servant  is  allowed  to  convert  to  his 
own  use  any  article,  the  property  of  the  com- 
pany, and,  if  guilty  of  such  misconduct,  he  will 
be  severely  punished.  The  conduct  of  all  ser- 
vants must  be  prompt,  civil  and  obliging.  They 
must  at  all  times  afford  every  proper  facility 
for  the  business  to  be  performed,  be  careful  to 
give  correct  information,  and,  when  asked,  give 
their  names  without  hesitation. 


240  Railway  Service  :' 

All  officers,  clerks,  and  persons  holding  situa- 
tions of  trust,  will  be  required  to  find  security 
for  their  faithful  services,  the  amount  and  con- 
ditions of  which  securit}  will  be  stated  upon 
appointment. 

No  officer  or  servant  of  the  company  is  allowed 
to  travel  on  the  railway,  unless  provided  with  a 
proper  ticket,  or  free  pass ;  nor  is  he  allowed  to 
ride  on  the  engine,  or  in  the  brake  van,  or  in 
any  vehicle  in  which  luggage  or  parcels  are  con- 
veyed, unless  in  the  execution  of  his  duty, 
without  written  permission  from  the  properly 
authorized  officer  of  the  company. 

No  guard,  engine-driver,  fireman,  signalman, 
policeman,  porter,  or  other  servant  of  the  com- 
pany, while  on  duty,  is  allowed  to  enter  a  sta- 
tion refreshment-room,  except  by  permission  of 
the  station-master,  or  person  in  charge  of  the 
station. 

No  money  or  gratuity  in  the  shape  of  fee, 
reward,  or  remuneration,  is  allowed  to  be  taken 
from  passengers,  or  other  persons,  by  any  ser- 
vant of  the  company,  under  any  pretense  what- 
ever, even  although  the  regular  hours  of  duty 
shall  have  expired. 

No  servant  of  the  company  is  allowed  to 
trade,  either  directly  or  indirectly,  for  himself 
or  others.  The  company  reserve  the  right  to 
punish  any  servant,  by  immediate  dismissal, 
fine,  or  suspension  from  duty,  for  intoxication, 


Trains  and  Stations.  241 

disobedience  of  orders,  negligence,  misconduct, 
or  absence  from  duty  without  leave,  and  to 
deduct  from  the  pay  of  their  servants  and  retain 
the  sums  which  may  be  imposed  as  fines,  and 
also  their  wages  during  the  time  of  their  sus- 
pension, or  absence  from  duty  from  any  cause. 

No  servant  is  allowed  to  quit  the  company's 
service  without  giving  the  month's  notice  re- 
quired by  the  terms  of  his  engagement. 

When  a  man  leaves  the  service,  he  must  im- 
mediately deliver  up  his  uniform  and  all  other 
articles  belonging  to  the  company,  and  no 
money  due  for  wages  to  any  man  leaving  the 
service  will  be  paid  until  his  clothing,  book  of 
rules,  lamps,  flags,  tools,  detonators,  and  all 
other  articles,  the  property  of  the  company, 
which  may  have  been  supplied  to  him,  shall 
have  been  delivered  up  in  accordance  with  the 
company's  regulations.  If  not  delivered  up,  or 
if  any  article  be  missing,  or  be  damaged  by  im- 
proper use,  the  cost  of  such  articles,  or  of  the 
repair  of  such  damage,  shall  be  a  debt  due  from 
the  man  to  the  company,  and  may  be  deducted 
from  any  pay  then  due,  or,  if  such  pay  be  found 
insufficient  to  meet  the  claim,  will  become  a 
debt  recoverable  at  law. 

All  testimonials  and  letters  of  recommenda- 
tion will,  if  required,  be  returned  by  the  com- 
pany at  the  time  the  person  whom  they  concern 
leaves  the  service ;  except  such  as  are  ad- 
dressed to  the  company  01  their  officers. 

16 


242  Railway  Service  : 

All  servants  must  exercise  proper  care  in 
getting  between  vehicles  for  the  purpose  of 
coupling  or  uncoupling  them. 

No  trespassing  upon  the  railway  must  be 
allowed,  and  no  person  must  be  permitted  to 
walk  on  the  line,  unless  provided  with  written 
or  printed  permission  to  do  so,  signed  by  a 
properly  Authorized  officer  of  the  company.  In 
the  event  of  any  person  trespassing,  and  refus- 
ing to  quit  when  requested  to  do  so,  the  name 
and  address  of  such  person  must  be  obtained, 
and  the  circumstances  reported  to  the  nearest 
station-master. 

Special  trains  or  engines  have  frequently  to 
be  run  without  previous  notice  of  any  kind,  it 
is  therefore  necessary  for  the  staff  along. the 
line  to  be  at  all  times  prepared  for  extra  trains 
or  engines. 

The  safety  of  the  public  must,  under  all  cir- 
cumstances, be  the  chief  care  of  the  servants 
of  the  company. 

Wherever  the  term  "  Main  Line  "  is  used,  it 
means  the  running  line  of  any  railway,  or 
branch.  Whenever  the  word  "  Train  "  is  used, 
it  must  be  understood  to  include  "  Light  En- 
gine," i.e.,  engine  without  a  train. 

Wherever  the- words  "Goods  Train"  are 
used,  they  must  be  understood  to  include 
"  Goods,  Mineral,  Cattle,  and  Ballast  Trains." 


Trains  and  Stations.  243 

CONDITIONS  UNDER  WHICH  PERSONS  ARE  AD- 
MITTED TO  THE  SERVICE  —  SECURITY  — 
PRIVILEGES  —  COMPENSATION  —  ETC.1 

A  candidate  as  an  experienced  clerk  must 
possess  railway  experience,  or  experience  in 
other  traffic  equivalent  thereto". 

The  salary,  not  exceeding  $4002  per  annum, 
is  fixed  on  appointment. 

A  candidate  as  a  junior  clerk  must  have 
attained  eighteen  and  must  not  exceed  twenty- 
three  years  of  age. 

The  salary  on  appointment  and 

For  the  1st  year,  is  -         -         $5  25  per  week. 

"         2d  "     ....       5  50       « 

"3d  "...  5  75        " 

"         4th         "     -        -        -  6  oo        " 

"         5th         "  and  until  promoted,    6  25        " 

If  employed  in  London,  but  during  such  em- 
ployment only,  $1.00  a  week  is  allowed  in 
addition  to  the  salary. 

A  junior  clerk  is  eligible  for  promotion  only 
on  a  vacancy  occurring,  and  upon  the  head  of 
the  department  in  which  he  has  been  employed, 
and  the  General  Manager,  recommending  him 
as  qualified  to  fill  the  same. 

A  candidate  as  a  lad   clerk   must  have  at- 

1.  Gt.  Nor.  Ry.,  England. 

2.  I  have  taken  the  liberty  here,  as  I  have  elsewhere  herein, 
when  I  thought  proper,  of  reducing  the  foreign  currency  to 
the  American  standard. — M.  M.  K. 


244  Railway  Service  : 

tained  fifteen  and  must  not  exceed   eighteen 
years  of  age. 

The  salary  on  appointment  and 

For  the  1st  year  is  -         -         $2  50  per  week. 

"         2d  "      -     *    -         -         -       2  75 

3d  ...  3  25 

"         4th         "   and  until  promoted,    4  oo        " 

A  lad  clerk  is  ineligible  for  promotion  to  be 
a  junior  clerk  until  he  is  eighteen  years  of  age, 
and  then  only  upon  a  vacancy  occurring,  and 
upon  the  head  of  the  department  in  which  he 
has  been  employed,  and  the  General  Manager, 
recommending  him  as  qualified  to  fill  the  same. 

All  clerks,  without  reference  to  their  standing 
in  the  service,  are  allowed  $1.00  a  week  in  addi- 
tion to  their  pay,  when  employed  wholly  on 
night  duty. 

Written  application  at  the  end  of  each  year 
of  service  must  be  made  to  the  directors 
through  the  medium  of  the  Superintendent  of 
the  line,  or  chief  of  the  department  in  which 
the  clerk  is  engaged,  for  the  authorized  increase 
of  salary,  and  failing  such  application  at  the 
proper  time,  increased  pay  will  be  allowed  only 
from  the  date  at  which  it  is  eventually  made. 
This  rule  applies  also  to  the  police  and  porters. 

A  candidate  as  a  clerk  will  undergo  a  strict 
examination  as  to  his  qualifications,  in  propor- 
tion to  his  age  ;  he  will  be  required  to  show  a 
good  handwriting,  suited  for  accounts  and  cor- 


Trains  and  Stations.  245 

respondence,  and  that  he  has  a  competent 
knowledge  of  mercantile  arithmetic ;  and  he 
must  be  in  a  good  state  of  health. 

The  candidate  must,  on  attending  at  the 
Secretary's  office  to  be  examined,  produce  tes- 
timonials of  character. 

In  the  case  of  an  experienced  clerk,  and  of 
a  junior  clerk  who  has  been  before  employed, 
first,  from  his  last  employer ;  second,  one  from 
each  of  two  housekeepers  of  undoubted  respect- 
ability. 

In  the  case  of  a  lad  clerk,  and  of  a  junior 
clerk  who  has  not  been  before  employed,  first, 
from  the  head  master  of  the  school  in  which  he 
has  been  educated  ;  second,  one  from  each  of 
two  housekeepers  of  undoubted  respectability. 

The  nomination,  with  the  particulars  of  the 
examination  and  the  testimonials,  will  be  sub- 
mitted to  the  directors  on  the  candidate  ap- 
pearing before  them,  and  who  will  decide 
whether  he  be  qualified  and  a  proper  person  to 
be  appointed. 

The  name  of  a  clerk,  on  appointment,  will 
be  added  to  a  list,  from  which  he  will  be  sum- 
moned in  turn  for  duty  as  a  vacancy  occurs, 
provided  he  has  in  the  meantime  given  security ; 
but  should  he,  on  being  summoned,  refuse  or 
neglect  to  join,  his  name  will  be  struck  out  of 
the  list,  and  he  can  not  afterwards  be  re-ad- 
mitted to  the  service. 


246  Railway  Service  : 

A  clerk  must,  immediately  on  appointment, 
give  security  to  the  amount  of  two  years' 
salary,  or  in  not  less  than  $500,  through  the 
medium  of  one  of  the  undermentioned  guar- 
antee societies,  and  he  can  not  subsequently, 
under  any  pretense  whatever,  be  allowed  to 
change  from  the  society  first  selected. 

(Here  follows  the  list  of  guarantee  com- 
panies.) 

The  railway  company  pays  the  premium  in 
the  case  of  a  clerk  whose  salary  does  not  ex- 
ceed $5.25  per  week  or  $6.25  per  week  without 
allowances. 

A  candidate  as  a  porter  must  be  five  feet 
seven  inches  in  height,  without  his  shoes.  He 
must  not  be  less  than  twenty-one,  and  must  not 
exceed  thirty-five  years  of  age.  He  must  be 
able  to  read  and  write,  and  be  generally  intel- 
ligent ;  free  from  any  bodily  complaint,  and  of 
a  strong  constitution,  according  to  the  judg- 
ment of  the  surgeon  by  whom  he  will  be  ex- 
amined, who  will  report  whether  he  is  "  fit " 
or  "  unfit."  The  police  are  selected  from  this 
class. 

The  candidate  must  produce  testimonials  of 
character  from  his  last  employer,  and  one  from 
each  of  two  housekeepers  of  undoubted  respect- 
ability, and  if  he  has  been  in  any  public  service 
also  a  certificate  of  good  conduct  during  such 
employment;  these,  with  the  nomination,  will 


Trains  and  Stations.  247 

be  submitted  to  the  directors  on  the  candidate 
appearing   before  them,  and  who   will   decide 
whether  he  be  a  proper  person  to  be  appointed. 
The  pay  of  a  porter  is,  on  entering,  and 

In  London.         In  Country. 

For  ist  year,       ...       $4  25  per  week.  $4  oo  per  week, 
"    2d     "  -       -      -        4  50    "       "       4  25 

"     3d     "  and  until  promoted,  4  75    "       "        4  50        " 

provided  a  fine  be  not  incurred  in  the  in- 
terim, in  which  case  increased  pay  is  allowed 
only  after  twelve  months'  service  from  the  date 
of  such  fine. 

A  candidate  as  a  lad  porter  must  not  be  less 
than  fourteen,  nor  exceed  seventeen  years  of 
age.  He  must  be  able  to  read  and  write,  and 
be  generally  intelligent,  free  from  any  bodily 
complaint,  and  of  strong  constitution,  accord- 
ing to  the  judgment  of  the  surgeon  by  whom 
he  will  be  examined,  who  will  report  whether 
he  is  "fit"  or  "unfit." 

The  candidate  must  produce  testimonials  of 
character  from  the  school  at  which  he  has 
been  educated,  and  one  from  each  of  two  house- 
keepers of  undoubted  respectability.  These, 
with  the  nomination,  will  be  submitted  to  the 
directors  on  the  candidate  appearing  before 
them,  and  who  will  decide  whether  he  be  a 
proper  person  to  be  appointed. 

The  pay  of  a  lad  porter  is,  on  entering,  and 


248 


Railway  Service  : 


For  the  ist  year 


$i  75  per  week. 


2d 
3d 
4th 
5th 
6th 
7th 


2    00 

-  2    25 

2  50 

-  2  75 

3  oo 
and  until  promoted,       3  50 


A  lad  porter  on  attaining  twenty-one  years 
of  age,  and  not  before,  is  eligible  for  promotion 
to  be  a  porter,  but  he  can  then  become  a  porter 
only  after  being  passed  by  the  surgeon  and  the 
directors,  as  in  the  case  of  a  new  appointment, 
want  of  height  (under  five  feet  seven  inches) 
not  being,  however,  a  disqualification. 

All  appointments  are  made  on  the  distinct 
understanding  that  the  parties  hold  themselves 
in  readiness  to  proceed  to  duty  immediately  on 
being  summoned,  their  pay  being  allowed  from 
the  date  of  employment,  that  they  reside  where- 
ever  required,  and  that  they  will  join  and  be- 
come members,  on  being  so  required,  of  any 
provident  or  benevolent  society  established 
or  to  be  established  in  connection  with  the 
company,  and  abide  by  all  the  rules  and  regula- 
tions *  *  *  or  otherwise  given  them  for 
their  guidance. 

The  rules  of  the  Sick  and  Funeral  Allow- 
ance Fund  are  furnished  to  every  porter  on 
appointment. 

Station-inspectors,  86. 25  and  $7.50  per  week, 


Trains  and  Stations.  249 

according  to  the  class  of  station,  with  house, 
or  an  allowance  of  $  1.25  per  week  in  lieu. 

Pass.  Guards  (con.)    1st  class,  Chief  Guard  $7  50  per  week. 

"          "                   ist     "  Under  Guard  6  87  " 

2d      "  Chief  Guard     6  75  " 

"          "                   2d      "  Under  Guard  6  25 

Goods  and  cattle  Guards,  Chief  Guard     7  50  " 

"                 "  Under  Guard  6  87  " 

Mineral  Guards,         -          -  -           -         5  75  " 

All  guards  when  required  to  sleep  away  from 
home,  receive  twenty-five  cents  per  night  ad- 
ditional. 

Police— Ordinary,        -  $4  25  per  week. 

"          Signalmen  at  Junctions  and    )  u 

Pointsmen  in  London,          ) 

"         In  the  Country,  -         -         -         4  75     " 

"         Gatemen  at  level  street  crossings,        4  75     " 
"         Gatemen  at  level  r'd  station  crossings  4  25     " 

Gatemen  provided  with  a  house  by  the  com- 
pany, are  to  have  coals  free,  and  to  pay  sixty- 
two  cents  a  week  rent,  but  if  they  open  the 
gates  by  night  in  addition  to  the  day  work  they 
are  to  have  the  house  rent  free,  as  an  equiva- 
lent for  the  night  work. 

Porters  in  London,  -         $4  25  per  week. 

"       in  the  Country,         -         -  4  oo  " 

Foremen  Porters  in  London,      -  -           5  25  " 

the  Country,    -  -       5  oo  " 

Mineral  Foremen  Porters  in  the  Country,     5  25  " 

Shunters  in  London,       -         -         -  4  75  " 

the  Country,     -  4  50  '' 

Luggage  Stowers  and  Loaders,      -  4  75  " 


250  Raihvay  Service  : 

Police  and  porters  are  to  receive  an  advance 
of  twenty-five  cents  per  week  each  year  for  two 
years,  beginning  on  the  day  when  they  shall 
have  completed  a  year's  Service,  if  not  pun- 
ished in  the  interval. 

Foremen  porters,  signalmen  or  pointsmen,  . 
gatemen  at  level  street  crossings,  shunters  and 
loaders  are  to  be  advanced  under  the  same 
rule,  twenty-five  cents  per  week  each  year  for 
two  years,  from  which  their  only  increase  will 
be  by  promotion  to  a  superior  foremanship  at 
$6.25,  which  is  a  fixed  rate  of  wages,  or  to  the 
situation  of  guard  or  inspector. 

In  case  of  promotion,  men  who  have  been 
advanced  under  above  rule  are  to  carry  with 
them  and  continue  to  enjoy  their  advance,  un- 
less the  promotion  is  to  a  grade  paid  at  a  fixed 
rate  of  wages,  when  it  will  cease. 

Signalmen,  at  the  expiration  of  every  half- 
year  of  good  service,  without  punishment,  will 
receive  a  premium  of  $12.50. 

As  soon  as  any  fine  or  punishment  for  mis- 
conduct shall  be  registered  against  any  servant 
of  the  company,  the  previous  period  of  the 
current  year's  service  for  increase  of  pay  or 
premium  becomes  forfeited,  and  the  year  can 
only  be  reckoned  from  the  date  on  which  he 
was  punished. 


Trains  and  Stations.  251 


THE   UNIFORMS   REQUIRED   AND   THE    REGULA- 
TIONS  INCIDENT   THERETO.1 


All  servants  of  the  company  to  whom  uni- 
form is  allowed  are  required  to  wear  it  while 
on  duty.  The  uniform  of  servants  clothed  by 
the  company  is  as  follows,  for  twelve  months : 

For  station-inspectors  and  guards,  a  great 
coat,  a  frock  coat,  waistcoat,  two  pairs  of  trou- 
sers, two  red  neckerchiefs,  and  hat  or  cap  ;  for 
policemen,  a  great  coat,  a  dress  coat,  two  pairs 
of  trousers,  cape  and  hat ;  for  porters,  a  jacket, 
waistcoat,  two  pairs  of  trousers,  two  red  neck- 
erchiefs, and  cap. 

Foremen  porters  and  shunters  have  a  cape 
in  addition.  Authorized  laborers  receive  two 
blue  "  slops,''  and  red  neckerchiefs. 

Uniforms  will  be  issued  as  follows  :  To  the 
inspectors  and  guards,  a  top  coat  once  a  year, 
and  a  frock  coat  once  a  year.  When  a  sec- 
ond of  either  garment  is  issued  the  first  may 
be  retained,  but  when  a  third  is  served  out  the 
first  issued  is  to  be  given  back ;  when  the 
fourth  is  issued  the  second  to  be  given  back, 
and  thus  two  of  each  garment  will  remain  in 
their  possession.  The  trousers  and  hats  or 
caps  remain  in  the  possession  of  the  men,  ex- 
cept that,  when  they  leave  the  service,  two 

i.  Gt.  Nor.  Ry.,  England. 


252  Railway  Service  : 

pairs  of  trousers  must  be  given  up,  with  all 
other  clothing  and  appointments. 

To  the  police,  a  great  coat  and  cape  every 
two  years ;  on  receipt  of  new  ones  the  old 
ones  must  be  given  up.  The  dress  coats  in  use 
when  the  second  coats  are  supplied  are  allowed 
to  remain  in  possession  of  the  policemen  until 
a  third  is  issued  ;  they  are  then  required  to  give 
up  No.  1,  keeping  Nos.  2  and  3 ;  when  No.  4 
is  issued  No.  2  is  to  be  given  up,  and  so  on, 
two  dress  coats  remaining  in  the  possession  of 
the  men.  Hats  and  trousers  remain  in  possession 
of  the  men,  except  that  when  they  leave  the  ser- 
vice, they  are  required  to  give  up  two  pairs  of 
trousers,  with  all  the  other  clothing  and  ap- 
pointments. 

Porters  are  subject  to  the  police  regulations 
as  to  their  jackets  and  waistcoats.  When  the 
second  jackets  and  waistcoats  are  issued,  the 
first  are  retained  by  the  men  ;  when  the  third 
are  issued  the  first  are  given  back,  and  so  on. 
The  trousers  remain  in  possession  of  the  men, 
except  that,  when  leaving  the  service,  they  are 
required  to  give  up  two  pairs  of  trousers,  and 
all  the  other  appointments  of  clothing.  The 
capes  are  issued  once  in  two  years,  the  caps  and 
neckkerchiefs  yearly  ;  on  receipt  of  a  second  cap 
or  cape  the  first  is  to  be  given  up. 


Trains  and  Stations.  253 

GENERAL  REGULATIONS  FOR  WORKING  THE 
ABSOLUTE  BLOCK  SYSTEM  ON  A  DOUBLE 
TRACK  ROAD.1 

The  signaling  of  trains  on  the  block  tele- 
graph system  does  not  in  any  way  dispense  with 
the  use  of  home,  distant,  starting,  hand,  or  fog 
signals,  whenever  and  wherever  such  signals 
may  be  requisite  to  protect  obstructions  on  the 
railway.  The  object  of  the  system  of  electric 
train  signaling  is  to  prevent  more  than  one 
train  or  engine  being  between  any  two  signal 
stations  on  the  same  line  at  the  same  time. 
This  is  accomplished  by  not  allowing  any  train 
or  engine  to  leave  a  signal  station  till  the  pre- 
vious train  or  engine  has  been  signaled  as  hav- 
ing arrived  at  or  left  the  signal  station  next  in 
advance. 

The  block  signal  instruments  and  bells  are 
exclusively  for  the  signaling  of  trains,  and 
must  not,  under  any  circumstances,  be  used  for 
conversing,  nor  for  any  other  purpose  than 
block-working,  in  strict  accordance  with  the 
company's  regulations,  and  they  must  only  be 
,used  by  the  signalman,  or  other  person  specially 
appointed  for  the  duty. 

The  signal  boxes  at  which  the  block  tele- 
graph working  is  in  operation,  are  furnished 
with  instruments  to  signal  for  each  line  of  rails, 

i.  English  Clearing  House  Standard. 


254  Railway  Service  : 

and  the  system  under  which  these  instruments 
are  to  be  worked,  and  the  mode  of  indicating 
the  description  of  approaching  trains,  will  be 
laid  down  in  the  code  of  regulations  supplied 
to  signalmen  or  exhibited  in  the  signal  boxes 
for  the  guidance  of  the  persons  in  charge. 

On  those  portions  of  the  line  worked  on  the 
absolute  block  system,  a  second  train  or  engine 
must  not  be  allowed  to  enter  a  section  until  the 
preceding  train  or  engine  has  been  signaled  as 
having  passed  out  of  the  section,  except  under 
the  circumstances  specified  in  rules  "  A  "  and 
"  B,"  further  on,  to  meet  cases  of  train  or  tele- 
graph failure.     The  danger  signal  must  be  ex- 
hibited at  both  the  home  and  distant  signals1  to 
protect  trains  or  engines  standing  at  stations  or 
intermediate  signal  boxes,  and  when  any  train 
or  engine  has  gone  forward  into  the  onward 
section,   the   starting   and    advanced    starting 
signals  (where  such  are  provided),  which  con- 
trol the  entrance   of  trains   and   engines  into 
such  sections,  must  also  be  put  to,  and  kept 
at,  "  danger,"  until  telegraphic  information  has 
been  received  from  the  signal  box  in  advance  that 
the  preceding  train  or  engine  has  passed  out  o£ 
the  section.    So  long  as  the  starting  signals  stand 

i.  The  "home"  signal  or  semaphore  is  located  in  the  im- 
mediate vicinity  of  the  station  ;  the  "  distant "  signal  is,  however, 
located  further  away.  It  is  usually  worked  (by  means  of  a 
chain  running  along  the  ground)  by  the  person  who  operates 
the  "  home  "  signal. — M.  M.  K. 


Trains  and  Stations.  255 

at  "  danger,"  the  home  and  distant  signals  must 
also  be  kept  at "  danger,"  except  on  the  near  ap- 
proach of  a  train  which  has  to  stop  at  the  sta- 
tion, when,  after  the  speed  of  the  train  has  been 
reduced  so  as  to  admit  of  its  stoppage  at  the 
platform,  the  home  signal  may  be  taken  off  to 
admit  the  train,  but  the  starting  signal  must  be 
kept  at  "  danger  "  until  the  line  is  clear  to  the 
next  signal  station  ahead. 

Unless  special  instructions  are  given  to  the 
contrary  the  line  must  be  considered  clear,  and 
the  signal  "line  clear"  be  given  immediately 
the  last  vehicle  (with  tail-lamp  attached)  has 
passed  the  home  signal  post,  except  during 
foggy  weather  or  snow-storms,  when  the  signal 
44  line  clear  "  must  not  be  sent  to  the  station  in 
the  rear  until  the  train  or  engine  that  has 
stopped  at  the  station  has  passed  the  home 
signal,  and  is  proceeding  on  its  journey,  or  has 
been  shunted  into  a  siding  clear  of  the  main 
line. 

Should  it  become  necessary  to  block  a  section, 
in  consequence  of  a  breakdown  obstructing  the 
line,  or  other  circumstances  taking  place  render- 
ing it  imperative  that  any  approaching  train 
should  be  stopped,  the  signalman  at  the  station 
where  the  obstruction  takes  place  must  use  the 
means  authorized  by  his  regulations  for  prevent- 
ing any  train  leaving  the  post  in  the  rear. 

Should  there  be  reason  to  suppose  that  both 


256  Railway  Service  : 

lines  are  fouled,  the  signalman  must,  without 
any  delay,  block  the  lines  in  both  directions. 

No  obstruction  must  be  allowed  outside  the 
home  signal  until  the  signalman  on  duty  has 
carried  out  the  prescribed  regulations  to  pre- 
vent any  train  leaving  the  signal  station  in  the 
rear. 

If  a  signalman  observe  anything  unusual  in  a 
train  during  its  passage,  such  as  signals  of  alarm 
by  a  passenger,  tail-lamp  missing  or  out,  goods 
falling  off,  a  vehicle  on  fire,  a  hot  axle-box,  or 
other  mishap,  he  must  give  the  station  in  ad- 
vance the  signal  to  "  stop  and  examine  train," 
and  the  signalman  at  the  station  in  advance 
must  acknowledge  such  signal,  and  instantly 
put  on  the  danger  signals  to  stop  the  approach- 
ing train.  Where  practicable,  the  signalman 
must  also  telegraph  the  station  in  advance  the 
cause  of  sending  the  "  stop  and  examine  train" 
signal. 

Should  the  signalman  receiving  the  signal 
have  reason  to  suppose  that  there  is  any  danger 
to  a  train  traveling  in  the  opposite  direction,  he 
must  also  stop  that  train,  and  inform  the  en- 
gine-driver of  the  circumstances,  instructing  him 
to  proceed  cautiously.  Should  a  train  pass  a 
signal  station  without  a  tail-lamp  on  the  last 
vehicle,  the  signalman  must  not  telegraph  "  line 
clear  "  to  the  station  in  the  rear,  but  must  call 
the  attention  of  such  station  in  the  authorized 


Trains  and  Stations.  257 

manner,  and  on  gaining  attention,  must  give  the 
"  train  passed  without  tail-lamp  "  signal.  This 
signal  having  been  acknowledged,  the  signalman 
at  the  rear  station  will,  thereupon,  stop  any  train 
following,  and  verbally  instruct  the  engine-driver 
to  proceed  cautiously  toward  the  station  in  ad- 
vance, informing  him  why  it  is  necessary  that  he 
should  do  so.  As  soon  as  the  train,  the  engine- 
driver  of  which  has  been  cautioned,  has  passed 
the  signal  station  from  whence  the  "train 
passed  without  tail-lamp"  signal  was  received, 
the  signalman  there  will  recommence  signaling 
in  the  ordinary  manner. 

Should  any  vehicle  or  portion  of  a  train  be 
running  back  in  the  wrong  direction,  the  signal- 
man must  call  the  attention  of  the  signalman  at 
the  next  signal  box  toward  which  the  vehicle  or 
portion  of  the  train  may  be  running,  by  giving 
the  prescribed  signal  indicating  that  vehicles 
are  running  back  on  wrong  line. 

The  signalman  who  has  received  this  signal 
must  stop  any  train  about  to  proceed  on  the 
same  line,  and  .take  such  protective  measures  as 
may  be  necessary,  such  as  turning  the  runaway 
train  across  to  the  other  line  or  into  a  siding, 
as  may  be  most  expedient  under  the  circum- 
stances. 

If  any  vehicle  or  portion  of  a  train  has  escaped, 
and  is  running  away  in  the  proper  direction  on 
17 


258  Railway  Service  : 

the  right  line,1  the  station  in  advance  must  be 
advised  of  the  fact  by  giving  on  the  bell  or  gong 
the  signal  "  vehicles  running  away  on  proper 
line."  The  signalman  receiving  this  signal 
must,  if  necessary,  send  the  signal  forward,  and 
take  such  other  measures  as  he  may  consider 
most  expedient  under  the  circumstances. 

When  a  train  has  become  divided  and  is  run- 
ning on  a  falling  gradient,  the  front  portion 
must  not,  when  the  line  is  clear  for  it  to  proceed 
beyond  the  signals,  be  stopped  so  as  to  risk  its 
being  overtaken  by  the  second  portion,  but 
when  such  train  is  running  on  a  rising  gradient, 
or  where  the  line  is  level,  the  first  portion  must 
be  stopped  and  shunted  into  a  siding  as  expedi- 
tiously  as  circumstances  will  permit. 

"  A."  In  the  event  of  any  failure  of  the 
instruments  or  bells,  so  that  the  necessary 
signals  can  not  be  forwarded  and  received,  no 
train  must,  under  any  circumstances,  be  allowed 
to  pass  a  signal  station  into  that  section  of  the 
line  where  the  failure  exists,  without  having 
been  previously  brought  to  a  stand,  and  the 
engine-driver  and  guard  advised  of  the  circum- 
stances. When  this  has  been  done,  the  engine- 
driver  must  be  instructed  to  proceed  cautiously 
to  the  post  in  advance,  so  as  to  be  able  to  stop 
short  of  any  obstruction  there  may  be  on  the 
line.  No  train  must  be  allowed  to  follow 

I.  Not  the  right  hand  track.     M.  M.  K. 


Trains  and  Stations.  259 

another  within  five  minutes ;  nor,  when  a  tun- 
nel intervenes  in  a  block  section,  within  ten 
minutes,  unless  the  signalman  on  duty  can 
satisfy  himself  that  the  tunnel  is  clear.1 

Steps  must  be  immediately  taken  to  have  the 
telegraphic  apparatus  put  into  working  order 
again. 

"  B."  To  prevent  delays  to  breakdown  van 
trains2  when  proceeding  to  clear  the  line,  they 
must,  in  all  cases,  be  signaled  as  "  passenger 
trains,"  the  signal  "shunt  for  fast  train  "  being 
given  whenever  the  sections  in  advance  are 
occupied  by  trains  which  the  breakdown  gang 
must  pass  to  reach  the  scene  of  accident. 
The  same  course  is  to  be  adopted  in  the  case  of 
an  engine  proceeding  to  take  the  place  of  one 
that  has  failed,  or  of  an  engine  with  or  without 
a  train,  when  sent  forward  to  render  assistance 
in  cases  of  failure  or  accident  to  preceding 
trains. 

Should  any  obstructions  occur  necessitating 
the  working  of  single  line,  the  person  in  charge, 
who  gives  the  necessary  instructions  for  so 
doing,  must,  at  the  same  time,  give  written 
instructions  for  suspending  the  working  of  the 

1.  "  The  engine-driver  must  protect  his  engine,  in  accordance 
with   the    regulations,   without   reference  to   any   telegraphic 
communications   that    may  exist   between   stations   or   signal 
boxes,  and  he.  is  not  in  any  way  relieved  from  this  duty  by  the 
existence    of    block   or    other    telegraphic    working." — Eng. 
Standard. 

2.  Wrecking  trains. — $f.  M.  K. 


260  Railway  Service  : 

line  by  block  telegraph,  "  except  on  inclines  or 
through  tunnels,  where  the  block  telegraph 
working  may  not  be  suspended  on  special 
instructions  being  given."1 

On  the  working  of  the  double  line  being 
resumed,  the  order  suspending  the  working  of 
the  line  by  block  telegraph  is  to  be  canceled 
by  a  written  notice  in  the  same  manner,  and  at 
the  same  time,  as  the  order  for  working  the 
single  line  is  canceled. 

Where  the  block  system  is  in  operation, 
goods,  mineral,  cattle,  and  ballast  trains  must 
be  shunted  out  of  the  way  of  passenger  trains, 
and  mineral,  slow  goods,  and  ballast  trains  must 
also  be  shunted  out  of  the  way  of  fast  goods 
and  fish  trains  at  stations  or  sidings  where  there 
are  fixed  signals,2  in  sufficient  time  to  prevent 
the  passenger  train,  fast  goods  or  fish  trains, 
respectively,  being  delayed  by  the  signals  either 
at  the  station  where  the  train  is  being  shunted 
or  at  the  block  station  in  the  rear. 

Where  the  block  system  is  in  operation,  and 
it  is  necessary  to  foul3  or  occupy  any  portion 
of  the  line  outside  the  home  signal,  the  line 
must  first  be  blocked  back  by  telegraph  to  the 
signal  box  in  rear  before  such  obstruction  is 
permitted,  and  during  a  fog  or  snow-storm,  or 

1.  Great  Wes.  Ry.,  Eng. 

2.  i.  e.,  Semaphore  signals,  etc. — M.  M.  K. 

3.  Obstruct — M.  M.  K. 


Trains  and  Stations.  261 

where,  in  consequence  of  the  station  being 
approached  upon  a  falling  gradient,  special 
instructions  for  working  are  issued,  no  obstruc- 
tion must  be  allowed  at  the  station  inside  the 
home  signal,  until  the  line  is  so  blocked  back 
to  the  signal  box  in  rear. 


INDEX. 


PAGE. 
Absolute  Block  System,   Rules  for  Working     .         .         .253 

Agents,  Delivery  of  Freight 207 

"         Directions  in  reference  to  Fuel     ....  214 
11  "          "         "  "  Switches  .         .       215 

"  "          "         "  "  Trains  and  Cars    .         .  216 

"         Freight,  Miscellaneous  Rules    .         .         .         .211 
"         Freight  Releases    ....         ...  2C2 

Freight  Traffic  Rules 196 

"         General  Directions 218 

"         Loading  and   Unloading  Freight      .         .         .       203 

"         Passenger  Traffic  Rules 195 

"         Receipting  for  Freight 199 

"         Receiving  Freight  for  Shipment  .         .         .   197 

"         Sealing  Freight  Cars 210 

"         Way-billing  Freight      ......  209 

Ahead  of  Time 51 

Approaching  Stations,  Trains 99 

Arranging  Rules  and  Regulations,   Plan  Pursued  in       .         65 
Austrian  Railway  Regulations  Governing  the  Passenger 

Service 228 

Baggagemen,  Train  and  Station 174 

Behind  Time 51 

Bell-cord  Signals 76 

Bell  must  be  Rung 79 

Block  System 8,  51 

Absolute,  Rules  for  Working     .         .         .  253 

Blue  Signals .   70,  75 

Brake 52 

Brakemen,  Freight,   Rules  for 173 

General  Instructions  to    .         .         .         .         .   169 
Passenger,  Rules  for 171 


264  Index. 

PAGE. 

Breaking  in  Two  of  Trains 94 

Care  Must  be  Exercised  in  Loading  Freight  .         .       205 

Cars 52 

"      Coupling       ....          ....       124 

"      Directions  to  Agents  in   reference  to      .         .         .  216 
"      Sealing  of    .         .         ,         .         .         .         .         .       210 

Classes  of  Trains 53.  8 1 

Clearing  a  Train 53 

Closed  Switch -53 

Collection  of  Fares  on  English  Roads    ....         12 

Compensation  paid  "         "  " 243 

Compiling  Rules  and  Regulations,  Plan  pursued  in  .  65 
Conditions  of  Service  on  English  Roads  ....  243 
Conductor,  Diversity  of  Duties  Abroad  ...  13 

Conductors,  Freight,  Rules  for 159 

"  General  Instructions  to        ....       147 

"  Passenger,  Rules  for 154 

"  Signals  by  Bell-cord 76 

Conservatism  of  Trainmen 36 

Construction  and  Wood  Trains in 

Construction  Train    .         .         .         .         .         .         .         -53 

Coupling  Cars .       124 

Danger  of  Dissimilarity  of  Signals 27 

Delayed  Trains 104 

Delivery  of  Freight 207 

Differences  Observable  in  Rules    .  ,  .  .         38 

Discrimination  Exercised  by  Trainmen    .         .         .         -34 

Dispatcher,  Train 61 

Dissimilarity  of  Signals  in  use 27 

Double  Track  Lines,  Rules  for 117 

Engine  Bell  must  be  Rung  .  .  .  .  .  -79 
Engine  Inspectors,  Rules  for  .  .  ..  .  .184 

Enginemen,  Rules  for 174 

Enginemen's  Signals 75 

Engine  Supplies .177 

English  Roads,  Absolute  Block  System          .        .         .       253 

"  "         Compensation 243 

"  "         Conditions  of  Service  .         .         .       243 


Index.  265 

PAGE. 
English  Roads,  Manipulation  of  Trains  upon    .         .         .12 

"  "         Regulations  of 238 

"  "         Security  Required 243 

"  "         Uniforms  Required       .         .         .  ,  251 

Explanation  of  Terms .51 

Extra  Trains 54.  81,  106 

Fares,  Collection  of,  on  English  Roads     .         .         .         .12 

Firemen,  Rules  for 182 

Flags  to  be  used  as  Signals 69 

Flying  Switch 54 

Following  other  Trains      ....         ...  101 

Force  Employed  upon  English  Roads    ....         12 

Four  Tracks,  Use  and  Value  of 7 

Freight  Agents,  Miscellaneous  Rules  for         .         .         .       211 

"       Brakemen,  Rules  for 173 

"        Care  must  be  exercised  in  Loading  .         .       205 

"        Cars,  Sealing  of 210 

"        Conductors,  Rules  for 159 

Delivery  of 207 

"        From  and  To  Stations   at  which  there  are  no 

Agents .       208 

."        Loading  and  Unloading 203 

"       Receipting  for 199 

"        Receiving  for  Shipment 197 

"        Traffic  Regulations 196 

"        Trains,  Kinds  of  .         .         .         .   ^    .         .         .81 

"        Way-Billing 209 

Fuel,  Directions  to  Agents  in  Reference  to        .         .         .214 

Fusee  Signals 71 

Ganger         ....  ....        49,  50 

General  Instructions 22 1 

General  Instructions  to  Agents 2l8 

"  "  "  Brakemen 169 

"  "  "  Conductors 147 

General  Regulations  for  Working  Block  System   .         .       253 

Grade  of  Trains 54,  8 1 

Green  and  White  Signals        .         .         .         .         .         .  70,  79 

Green  Signals     . 69,  74 


266  Index. 

PAGE. 

Hand  Signals 77 

Holding  a  Train .54 

Individuality  of  Railroad  Companies      ....         27 

Inspectors  of  Engines,  Rules  for 184 

Instructions,  General 221 

Instructions  to  Agents  in  reference  to  Delivery  of  Freight  207 
"  Agents  in  reference  to  Freight  Releases      202 

Agents  in  reference  to  Freight  Traffic  196 

"  Agents  in  reference  to  Fuel       .         .         .  214 

Agents  in  reference  to  Loading  and  Un- 
loading Freight      .  .  203 
Agents  in  reference  to  Passenger  Traffic     195 
Agents     in  reference   to    Receipting   for 

"  Freight 199 

Agents  in  reference  to  Receiving  Freight  197 
Agents  in  reference  to  Sealing  Freight  Cars  2IO 
Agents  in  reference  to  Switches  .  .  215 
Agents  in  reference  to  Trains  and  Cars  216 
Agents  in  reference  to  Waybilling  Freight  209 
Brakemen,  General  ....  169 

Conductors,  General  ....  147 
Engine  Inspectors  .  .  .-  184 

Enginemen  174 

"  Firemen 182 

"  Freight  Brakemen          .         .         .         .       173 

Freight  Conductors  .  t  .         -159 

Passenger  Brakemen     .         .         .         .171 
"  Passenger  Conductors        .         .         .         .154 

Telegraph  Operators  .  .  .  .188 
Telegraph  Repairers  ....  193 

Trackmen 129 

Intelligent  Discrimination  Exercised  by  Trainmen  34 

Irregular  Train       .        .        .         .         .         .         .         .         55 

Keep  off  Time  of  a  Train  .         .         ,         .         .55,103 

L,  Rule,  for  Protection  of  Trains 85 

Lack  of  Completeness  in  Framing  Rules  .  .  •  43 
Lamp  Signals  .  .  ,  .  .  .  .  '  .  69,  78 
Lay  Bye 49 


Index.  267 

PAGE. 

Loading  and  Unloading  Freight 203 

Loading  Freight,  Care  must  be  exercised  in     .         .         .  205 

Lorry 49>  5° 

Lost  its  Mghts 55 

Lost  Time 55 

Main  Track 55 

Making  Time 55 

Manipulation  of  Trains  upon  English  Roads     .         .         .12 

Meeting  or  Passing  Trains 97 

Meeting  Point  .  55 

Middle  Sidings 123 

Miscellaneous  Rules  for  Freight  Agents     .         .         .         .211 

Miscellaneous  Train  Orders 125 

Movement  of  Trains  by  Telegraphic  Orders     .         18.  55,  139 

Must  Stop,  Trains 97 

Mysteries  that  underlie  the  Organization  and  Movement 

of  Trains I 

On  Time   ...  55 

Open  Switch  .'......         56 

Operators,  Telegraph,  Rules  for 188 

Organization  of  Trains I 

Overshooting      .........     56 

Passenger  Brakemen,  Rules  for 171 

"         Conductors,  Rules  for 154 

"         Service,  Austrian  Regulations         .         .         .       228 
"         Traffic,  Rules  for  Agents  ....  195 

Trains,  Kinds  of 81 

Passing  Other  Trains         .......     97 

Passing  Point          .         .         .         .         .         .         .         .          =6 

Phraseology  of  Trainmen 46 

"         peculiar  to  English  Roads  ...         49 

Plan  Pursued  in  Arranging  and  Compiling  these  Rules 

and  Regulations 65 

Protection  of  Trains 23 

Protection  of  Trains,  Rule  L     .         .         .         .  x.     85 

Railroad  Companies,  Individuality  of  .  .  .  .  27 
Receipting  for  Freight  .  .  .-  .  .  .199 
Receiving  Freight  for  Shipment 197 


268  Index. 

PAGE. 

Red  Signals .  69,  72,  73,  80 

Regular  Trains 56,  8 1 

Regulations  Governing  Use  of  Signals       .         .         .         .78 
Lack  of  Completeness  in  Framing      .    »    .         43 
"         of  Austrian    Railways  Governing  Passenger 

Service   .    —  .     ' 228 

"         of  English  Roads           .         .         .         .         .  238 
"         Partake  of  the  Character  of  the  men  Intro- 
ducing them -37 

Releases 202 

Repairers,  Telegraph,  Rules  for 193 

Rights  of  a  Train 56,  82 

Right  to  the  Road 56 

Rule  L.  for  Protection  of  Trains 85 

Rules,  Lack  of  Completeness  in  Framing          .         .         -43 
Rules  of  the  Great  English  Roads          ....       238 

Running  Against  a  Train 57 

Running  Time  of  Trains 57 

Running  with  Care 96 

Run  Regardless 57 

Salaries  Paid  in  England  .         .         .         .         .         .243 

Schedule  by  which  Trains  are  Operated         .        .  15,57 

Scotch  Block 49 

Sealing  Freight  Cars .210 

Sectionmen,  Rules  for 129 

Security  Required  from  Employes  in  England       .         .       243 

Semaphore 58 

Setting  a  Switch 58 

Shunting     .         . 58 

Side  Track 58 

Sidings  (see  Side  Track). 

Signals    .         .         . 59,  69 

Signals,  Blue 70,  75 

Conductor's  Bell  Cord 76 

"         Danger  of  Dissimilarity  in  .         .         .         .27 

"         Enginemen's 75 

"         Fusees  as 71 

"         Green        .         . 69,  74 


Index.  t       269 

PAGE. 

Signals,  Green  and  White 70,  79 

Hand         ........         77 

"         in  Use,  Dissimilarity  of 27 

Red 69,  72,  73,  80 

"         Regulations  Governing  Use          .         .         .  78 

"         Required  by  Railway  Companies     ...         69 

"         Semaphore  .  72 

Switch 80 

Torpedoes      .  ....       70,  85 

Train 72 

Whistle 75.  76 

White 69,  70,  74,  126 

"         Yellow 75 

Single  Track,  Skill   Required  to  Move  Trains  upon  6 

Slipping  the  Wheels 59 

Some  of  the  Differences  in  Rules        .....     38 

Special  Train 59 

Speed  of  Trains 116 

Spur  Track 60 

Station 60 

Station  Baggagemen       .         .         .  .         .         .174 

Supplies,  Engine 177 

Supplies,  Train 149 

Switch  , 60 

Switch  Signals  .  .  •  .  .  .  ,  .  .  80 
Switches,  Directions  to  Agents  in  Reference  to  .  .215 
Switching  .........  61 

Technical  Terms,  Explanation  of 51 

Telegraph  Department,  Want  of  Uniformity  in  .  .  42 
Telegraphic  Orders,  Movement  of  Trains  by  .  .  18,  139 

Telegraph  Operators,  Rules  for 188 

"         Repairers,  Rules  for 193 

Terms  in  Use,  Explanation  of        .         .         .         .         .         51 

Third  Track       .  61,  123 

Three  Tracks,  Use  and  Value  of  ....  6 

Through  Trains 61 

Time 61 

Time-Table         .         .     * 15,  57 


270  Index. 

PAGE. 

Torpedoes,  Signals, 70,  71,  85 

Track,  the          ...  129 

Trackmen  Rules  for 129 

Traffic,  Freight,   Rules  for  Agents 196 

"         Passenger,  Rules  for  Agents     ....       195 

Train  and  Station  Baggagemen 174 

Train  Dispatcher 61 

Train  Signals 72 

Train  Staff 9-     .         .  49,  50 

Train  Supplies 149 

Trainmen,  Conservatism  of 36 

"         Intelligent  Discrimination  Exercised  by  .     34 

Trains 62 

"      Approaching  Stations 99 

"      Breaking  in  Two 94 

"      Construction  and  Wood in 

"      Delayed       .  104 

"      Directions  to  Agents  in  Reference  to     .         .         .  216 

"      Extra 54.  81,  106 

"  Following  Other  Trains  .....  101 
"  Keeping  off  Time  of  Other  Trains  .  .  .  103 

"      Meeting  or  Passing 97 

"  Miscellaneous  Orders  Relative  to  ...  125 
"  Moved  by  Telegraph  ,  . '  .  .  .  .  139 
"  Movement  of  by  Telegraphic  Orders  .  .  18 

"      Must  Stop 97 

"      Protection  of 23,  85 

"      Rights  of 56,  82 

"      Running  with  Care 96 

"      Speed  of 116 

"      Upon  English  Roads,  Manipulation  of          .         .12 

"      Wild  64,  81,  115 

Trolley 49 

Turn  a  Switch 62 

Turn-Out  or  Side-Track  .         .         .         .         .         .58 

Two  Track  Line,  Rules  for 117 

Uniformity  in  Rules,  Want  of  32 

Uniforms  Worn  on  English  Roads         .         .         .         .251 


Index.  271 

PAGE. 

Unloading  Freight 203 

Use  of  Signals,  Regulations  Governing          ...         78 

Value  of  Four  Tracks 7 

Three      " 6 

Two        "  .  6 

Wages  Paid  in  England 243 

Want  of  Completeness  in  Framing  Rules  .         .         -43 

"       Uniformity  in  Rules         .....         32 
"  "          "     in  Telegraph  Department     .        .     42 

Way  Bill 62 

Way-billing  Freight  .......   209 

Way  Train  62 

When  a  Train  has  Lost  its  Rights 63 

When  Trains  Break  in  Two 94 

Whistle  Signals 75, 76 

Whistling-Post 64 

White  Signals 69,  70,  74,  126 

Wild  Train 64,  Si,  115 

Wonderful  Phraseology  of  Trainmen          .         .         .         .46 

Wood  Trains ^  64,  in 

Y 64 

Yardmaster,  Rules  for •         .185 

Yellow  Signals  . 75 


MARSHALL  M.  KIRKMAN'S 

BOOKS   ON 

Railways   and   their   Affairs, 

FOR    SALE   BY 

CAMERON,  AMIIERG  &  CO. 
GENERAL  AGENTS,  71  AND  73  LAKE  STREET,  CHICAGO. 


NOTICES  OF  THE  PRESS. 

"  Railway    Revenue"    and  "  Railway   Disburse- 
ments." 

"  The  name  shows  sufficiently  that  the  book  is  devoted  to  a 
subject  of  the  utmost  practical  importance,  and  we  doubt  not 
that  it  is  calculated  to  be  of  great  service  to  the  officers  of 
railroad  companies  —  and  particularly  to  those  who  have  not 
had  life-long  experience  in  a  railroad  office.  ***** 
Another  companion  volume  by  the  same  author  and  publishers, 
is  "  Railway  Disbursements,"  a  work  containing  direct  and 
comprehensive  rules  for  keeping  the  disbursement  accounts  of 
a  railroad.  Mr.  Kirkman's  books  are  welcome  as  one  more 
valuable  contribution  to  the  stock  of  information  on  practical 
methods  of  keeping  corporation  accounts.  *  *  *" 
Commercial  and  financial  Chronicle,  New  York. 

"  The  author  of  this  work  is  an  acknowledged  authority  on 
the  subject  upon  which  he  writes.  He  has  brought  to  the 
study  of  the  science  of  railroad  accounting  a  mind  well  fitted 
by  nature  to  grapple  with  such  labor,  and  which  has  been 
further  adapted  by  habit  and  education." — The  Railroader, 
March,  1878. 

"  It  seems  to  us  as  if  the  author,  with  his  experiences  and 
successful  system,  has  been  enabled  to  write  considerately  and 
exhaustively  upon  the  topics  which  he  has  chosen." — The  Chi- 
cago Evening  Jottrnal,  Nov.  24,  1877. 

"  These  books  of  Mr.  Kirkman's  are  the  only  books  on  the 
subject  of  railway  finances  and  accounts  that  have  ever  been 
published.  They  are  written  by  a  railway  officer  of  over  twenty 

18  *   (273) 


years'  experience  upon  one  of  the  greatest  railways  in  the  world, 
and  ought,  therefore,  to  be  especially  reliable  and  trustworthy." 
St.  Louis  Globe- Democrat. 

' '  Each  railroad  has  a  method  peculiar  to  itself  of  keeping  its 
accounts  ;  but  these  works  are,  without  doubt,  of  great  value 
as  books  of  reference.  However, different  the  system  of  ac- 
counts may  be  0.1  different  roads,  we  apprehend  the  principles 
that  govern  the  collection  of  revenue  and  its  disbursements 
must  remain  practically  the  same.  Hence  the  u-idoubted  use- 
fulness of  such  works  as  aids  in  the  solution  of  new  and  vexed 
question?.  They  also  enable  the  student  or  casual  reader  to 
take  up  the  subject  of  railway  finances  and  accounts,  and  study 
the  same  intelligently  and  connectedly  as  a  whole." — National 
Union,  Washington,  Dec.  4.  1877. 

"  '  Railway  Accounts,'  '  Revenue  and  Disbursements '  are 
two  books  from  the  pen  of  Marshall  M.  Kirkman.  Mr.  Kirk- 
man  appeirs  as  the  first  author  upon  the  methods  of  railroad 
finance,  a  subject  which  has,  within  the  past  few  years,  risen 
to  the  dignity  of  a  science.  The  author  has  improved  his  great 
opportunities  by  careful  study  of  the  theory  and  practice  of 
railway  revenues  and  disbursements,  and  the  results  of  over 
twenty  years'  practical  experience  are  given  to  the  public  in 
the  books  mentioned,  with  remarkable  conciseness  and  lucidity. 
Moreover,  they  are  written  with  a  grace  and  facility  of  diction 
which  fairly  entitle  them  to  be  received  as  literature  of  the  first 
class.  To  those  interested  in  the  construction,  maintenance,  and 
revenue  of  railways,  these  books  are  invaluable,  while  those 
who  may  desire  to  be  initiated  into  the  science  of  railroad 
finance,  either  for  informatioi  or  practice,  will  find  in  them  all 
that  can  be  desired.  We,  therefore,  receive  with  pleasure  this 
valuable  addition  to  American  class  literature,  at  the  same  time 
commending  Mr.  Kirkman  for  the  energy  and  spirit  displayed 
by  him  in  thus  sharing  with  the  public  the  benefits  of  his  long 
experience." — J.  J.  Noah,  in  his  paper,  Nov.  25,  1877. 


"  Railway  Revenue  and  its  Collection." 

530  Pages  Octavo.    Price,  $3.5O. 

"Every  page  of  this  book  proves  its  author  to  be  possessed 
of  two  qualifications  which  very  seldom  go  together.  Mr. 
Kirkman  is  a  practical  railroad  man,  and  he  has  collected  in 
nine  years,  by  methods  which  he  details  at  length,  $150,000,- 
ooo  of  railway  receipts  without  the  loss  of  a  single  dollar, 
although  he  employed  in  the  work  some  four  hundred  chang- 
ing collectors,  agents  and  clerks.  Secondly,  our  author  has  the 
ability  to  tell,  in  a  clear,  interesting  style,  what  he  wishes  his 
readers  to  know,  so  that  throughout  the  book  the  attention  is 
kept  active  and  is  rewarded." — Bankers  Magazine,  November, 
1877. 

(274) 


"  The  author,  Mr.  Marshall  M.  Kirkman,  in  his  book  treats 
in  a  comprehensive  and  exhaustive  manner  the  very  important 
subject  with  which  he  deals.  The  body  of  the  work  contains 
much  information  and  instruction  valuable  to  American  rail- 
way officials.  The  appendix  also  contains  a  variety  of  forms 
for  railway  revenue  which  must  be  found  peculiarly  useful." — 
Hereapath's  (London)  Ry.  and  Commercial  Journal,  September 
20,  1877. 

"  The  author  of  this  volume  here  describes  the  results  of 
many  years'  experience  in  the  business  organization  of  Amer- 
ican railroads,  the  collection  of  their  revenues,  and  the  elaborate 
system  of  book  keeping  essential  to  the  accuracy  of  accounts. 
His  work  presents  a  series  of  minute,  and  almost  exhaustive 
detai's  on  the  subject,  and  may  be  read  with  interest  by  all 
concerned  in  the  successful  operation  of  railroad?,  whtther 
officers,  employes,  stockholders,  or  creditors." — New  York 
Tribune. 

"  The  suggestions  of  unquestionable  sagacity  which  the 
present  author  has  advanced  will  be  serviceable  to  many,  and 
acknowledged  as  of  value  by  all  who  are  connected  with  the 
railway  enterprises  of  our  country." —  The  Chicago  Tribune. 

"  This  *  *  volume  sets  forth  in  a  very  exhaustive  form 
the  object  and  extent  of  railroad  accounts  and  the  necessity  of 
their  being  organized  on  scientific  principles.  *  *  *" — The 
New  York  .Bulletin. 

''  A  large  portion  of  the  book  is  devoted  to  a  careful  descrip- 
tion of  the  characteristics  and  duties  of  the  operating  officers 
of  our  railways,  the  relations  those  officers  bear  to  the  accounts, 
and  the  abuses  that  are  sometimes  noticeable  in  consequence  of 
an  illy-arranged  and  practically,  irresponsible  working  organi- 
zation."—  The  Chicago  Times. 

"It  contains  with  much  other  interesting  matter  an  elaborate 
treatise  on  the  revenue  department  of  our  railways.  *  *  * 
Under  a  system  similar  in  many  respects  to  that  shadowed 
forth  in  this  book,  $15O,OOO,OOO  of  railway  receipts 
have  been  collected  upon  a  single  railway  in  the  United  States 
without  the  loss  of  a  dollar.  *  *  *  This  fact  is  at 
once  an  evidence  and  guarantee  to  railway  men  that  the  book 
is  not  unworthy  of  their  respectful  consideration.  This  work 
with  the  one  already  published  by  the  same  author  on 
'Railway  Disbursements'  form  the  most  complete  and 
exhaustive  exposition  of  railroad  finances  and  accounts." — 
The  Chicago  Railway  Review. 

"  The  body  of  the  book  contains  a  very  large  amount  of 
useful  information  drawn  from  the  author's  extended  experi- 
ence, in  regard  to  the  manner  of  accounting  for  and  collecting 
the  revenue  of  a  railway  through  all  the  different  channels, 
and  the  propositions  are  illustrated  by  over  seventy  forms  of 
blanks." — The  Railway  Age. 

(275) 


"  Railroad  men  speak  well  of  it  and  say  it  gives  some  sensi- 
ble ideas  as  to  how  accounts  should  be  made  up,  how  the  differ- 
ent officers  should  act.  He  goes  from  the  dignified  President  to 
the  rollicking  General  Passenger  Agent." — Detroit  Free  Press. 


"  Railway  Disbursements  and  the  Accounts  into 
Which  they  are  Naturally  Divided." 

260  Pages  Octavo.    Price  $3. OO. 

"  The  minuteness  and  extent  of  the  details  given  render  any 
attempt  at  a  summarized  account  of  the  suggestions  and  forms 
of  accounts  utterly  impossible;  but  they  appear  to  be  the  re- 
sult of  considerable  practical  knowledge,  and  an  immense 
amount  of  careful  thought  and  consideration.  A  glance  through 
thsse  pages,  whatever  other  informatio  i  they  may  convey  to  the 
uninitiated,  at  least  affords  a  startling  proof  of  the  vast  and 
complex  scale  on  which  the  various  items  of  a  railway  account 
must  be  kept." — London  Railway  News,  April  14,  1877. 

This  volume  embraces  carefully  worded  instructions  in  the 
form  of  concise  rules  for  the  government  of  the  various  officials 
and  agents  in  reporting  to  the  accounting  officer,  the  Material 
disbursed  in  operations,  the  Labor  performed  by  operatives,  and 
ths  Moneys  expended  on  account  of  the  company,  and  including 
copies  of  all  the  important  blank  forms  required  by  employes 
in  making  the  returns  required  of  them.  0 

The  rules  have  the  great  merit  of  simplicity,  of  directness, 
and  of  comprehensiveness;  they  have  the  especially  important 
merit  of  perfect  practicability  upon  a  road  only  a  few  miles  in 
length,  or  one  extending  uninterruptedly  across  the  continent. 

It  contains  an  easy  and  natural  subdivision  of  the  current 
expenses  of  a  railway,  based  on  principles  readily  understood. 
It  defines  in  the  clearest  possible  manner  the  difference  be- 
tween expenditures  which  add  nothing  to  the  original  value  of 
the  property  and  those  which  are  classed  as  Improvements  or 
Additions,  making  plain  to  the  least  expert  the  difference  be- 
tween Expense  and  Capital  account. 

The  book  is  invaluable  to  railway  officers  and  accountants 
as  a  book  of  reference. 

(276) 


"  Railway  Service  — Trains  and  Statidhs." 

Price  $2.00. 

An  elaborate  treatise  upon  the  Organization  and  Movement 
of  Trains  in  this  country  and  in  England,  comparing  the  two 
systems  and  giving  the  salient  features  of  each.  It  explains 
the  principle  that  underlies  the  organization  of  trains,  and 
the  science  of  moving  them.  It  gives  with  great  circumstan- 
tiality the  signals  as  well  as  the  Rules  and  Regulations  that 
should  govern  employes  in  the  manipulation  of  trains  and  in 
the  performance  of  the  duties  incident  thereto. 

"  Baggage  Car  Traffic." 

Price  $3.00. 

This  volume  (now  in  press,  May,  1878)  illustrates  the  pecu- 
liarities of  the  Baggage  Department,  and  describes  the  duties, 
responsibilities,  and  practices  of  those  connected  with  it.  It 
explains  the  nature  and  peculiarities  of  Baggage  Car  Traffic  and 
the  Rules  and  Regulations  applicable  thereto.  The  book  also 
contains  a  description  of  the  Baggage  Car,  and  the  idiosyncra- 
sies of  some  of  those  who  occupy  it. 

Address  Orders  for  the  foregoing  books  to 

CAMERON,   AMBERG    &   CO., 

71  and  73  Lake  St.,  CHICAGO. 


RAILWAY  BOOKS. 

For  Sale  by  "  The  Railroad  Gazette,"  73  Broadway,  New  York. 

Catechism  of  the  Locomotive.    By  M.  N.  FORNEY,  625  pages, 
250  engravings  ;  price,  $2.50. 

Economic  Theory  of  the  Location  of  Railways.    By  A.  M. 

WELLINGTON  ;  price.  $2.00. 
Roadmaster's  Assistant  and  Section-Master's  Guide.     By 

WM.  S.  HUNTINGTON  and  CHARLES  LATIMER  ;  price,  $1.50. 

PAMPHLETS. 

Investigation  into  the  Cost  of  Passenger  Traffic  on  American 

RAILROADS.     By  ALBERT  FINK  ;  price,  75  cents. 
Cost  of  Railroad  Transportation.    By  ALBERT  FINK  ;  price, 

75  cents. 
Railroad  Employes  in   France.    By  F.  JACQMIN;  price,  25 

cents. 
The  Verrugas  Viaduct.     By   ERNEST  PONTZEN;  price,  40 

cents. 

English  vs.  American  Bridges.    Price,  25  cents. 

(277) 


A  MBERG'  S 


L 


YSTEMS    OF     BETTER     JAILING 

FOR 

Railroad  Offices,  Commercial  Houses,  Manufacturing 
Establishments,  Banks  and  Offices  generally. 


"  How  shall  I  file  away  my  letters  ? "  has  always  been  a 
question  that  many  have  tried  to  answer,  and  of  the  countless 
devices  put  upon  the  market,  many  of  them  successfully,  not 
one  has  been  thorough  and  practical  in  what  should  have  been 
its  aim. 

The  main  object  desirable  in  a  system  for  filing  away  papers 
is  to  be  able  to  find  any  one  or  all  of  a  certain  person  or 
firm's  correspondence,  no  matter  when  received,  or  on  what 
material  written,  AT  ONCE,  in  a  direct  manner,  and  not  in  any 
roundabout  way. 

This  end  has  been  accomplished  only  by  Amberg's  Cabinet 
Letter  Files,  arranged  in  cases  containing  from  six  to  one 
hundred  or  over,  each  minutely  indexed  and  self-adjusting  in 
its  system. 

In  addition  to  attaining  the  principal  object,  an  instantane- 
ous reference  for  all  time,  it  dispenses  with  all  the  labor  of 
indexing  —  the  letters  filed  being  "  self-indexed  " —  no  num- 
bering, pasting,  folding,  endorsing,  binding,  filing  on  hooks,  or 
writing  whatever,  are  required.  The  papers  are  not  lying  or 
hanging  loosely,  and  yet  can  be  removed  instantly  and  replaced  ; 
the  system  adjusts  itself  to  any  demand  made  upon  it,  and  its 
success  is  thoroughly  established. 

These  Cabinets,  made  in  sixty  different  sizes  and  styles,  are 
always  arranged  to  suit  the  particular  requirements  of  the 
office  for  which  they  are  intended,  and  are  fully  explained  in 
"Amberg's  Systems  of  Letter  Filing,"  which  is  sent  free  on 
application. 

CAMERON,  AMBERG    &   CO. 

71  &  73  Lake  Street,  CHICAGO.  69  Murray  Street,  NEW  YORK. 

70  Queen  Street,  LONDON,  ENG. 


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